High Altitude Balloons (HABs) have long been used to perform atmospheric measurements and Earth observations. With the growing availability of commercial off-the-shelf (COTS) hardware and open-source software, HABs have been increasing in popularity to rapidly prototype and test concepts in near-space conditions. In this case, near-space conditions refer to the conditions seen at the lowest altitude required for a satellite to begin orbiting the earth. The Innovation to Flight (I2F) program at the Jet Propulsion Laboratory (JPL) has developed iterations of this technology for years, decreasing the materials cost of HABs while simultaneously improving their capabilities.
This project builds upon the Zephyrus program whose previous work demonstrated the capabilities of cost-effective HABs in carrying science payloads and performing small-scale experiments in the upper atmosphere [1,2]. Low development costs and efficient prototyping make HABs ideal for inexpensive, effective Earth observation and environmental testing in near-space conditions. The primary roadblock is HABs’ intractability (see Figure 1), which causes difficulty in obtaining consistent scientific data in unpredictable weather conditions and adds restraints for receiving flight licenses issued by the Federal Aviation Administration (FAA) [2].
In this paper, we propose a first-generation altitude control system for the Zephyrus program that meets several stringent requirements. We present a scalable, ballast-based system to accommodate variable HAB payload sizes and still fit within FAA regulations. Additionally, we expect the implementation of this system to cost less than $100 in production costs for 95% of HAB payloads.
Author: Benjamin Zeng
California Institute of Technology
Mentors: Adrian Stoica and Thomas Lu
Jet Propulsion Laboratory, California Institute of Technology
Editor: Laura Lewis
Introduction
High altitude balloons (see Figures 2 and 3) are a classification of unmanned aerial vehicles whose lack of powered lift introduces important operational benefits and engineering challenges that must be addressed. By using gas that is less dense than atmospheric gasses, these balloons produce lift through buoyancy rather than through propulsion. This significantly reduces the energy required to lift the entire system when compared to powered unmanned aerial vehicles (UAVs) and allows them to spend considerably more time in flight compared to many alternatives, including the vast majority of fixed-wing or rotor-based vehicles.
However, this buoyancy-based system introduces additional complications. Most notably, this methodology greatly inhibits the aerial vehicle’s control over its own trajectory, instead relying on wind patterns for its position and velocity. Given these difficulties, this project aims to remedy these drawbacks and develop solutions to augment control systems aboard the HAB and improve descent consistency and automation of navigation. This can be divided into two categories: lateral control and descent control. With a greater degree of control, the balloon can better follow predetermined flight paths and sets the groundwork for research and development of interest areas such as the investigation of signals-of-opportunity (SoOp) in HAB networks; increasingly weather-agnostic autonomous launch, control, and landing systems; and path-planning enabling constant, consistent real-time communication between the HAB and ground instruments [1].
The contributions of this project are threefold: firstly, we describe an improved balloon flight trajectory prediction model that accounts for environmental change throughout the flight of the HAB. Secondly, we elevate control theory of high-altitude balloons to consider neutral buoyancy flights, enabling the balloon to remain at a relatively constant altitude throughout its flight, allowing for prolonged voyages across longer distances. And lastly, we present a reliable, scalable, and inexpensive design to enable altitude and lateral control systems on HABs of various sizes falling within FAA flight regulations.
Background
Balloon Physics [4]
First, in order to discuss our control system more in-depth, we must develop the basics behind understanding the buoyancy and lift principles that govern HABs. These can be determined by applying the ideal gas law PV = CMT, where M represents the total mass and C is a density-dependent constant. The conservation of mass dictates that the density of the balloon follows the equation ρ = ρ0(V0/V), where ρ0 is the initial density and V0 is the initial volume. For estimation purposes, we assume temperature is constant. Thus, the ideal gas law gives ρ = ρ0(P/P0)
We additionally note that the buoyancy lift of the balloon is a function of the density difference between the balloon and the surrounding air, multiplied by the volume of gas displaced by the lifting gas. We denote ambient pressure as PA and lifting gas pressure as PL. The overpressure is thus considered P0 = PL – PA. Lift can be expressed as:
where the approximation P0L = P0A = P0 is assumed for simplicity. For a typical latex balloon, we assume that there is approximately 150 Pa of overpressure which only becomes significant at ~30,000 meters [4]. We also account for the fact that a change in temperature can affect the lift force. While the atmosphere cools greatly at high altitudes, we must consider that solar radiation can affect balloon temperature by as much as 10% [4]. We can use the ideal gas equation to similarly note that:
or equivalently that:
Operating principles
Using these equations, we can begin to develop a control system that dictates the desired altitude of the balloon. Furthermore, it is well-known that various altitudes of the stratosphere host fluid layers which have a variety of velocity patterns. In fact, these layers often change directions and can be used to control the balloon (see Figure 4 for example data from the World Meteorological Organization).
Our system takes advantage of these wind patterns in order to better control the balloon’s position and velocity, ensuring that the balloon’s behavior is as similar to desired behavior as possible. For example, a recent project of interest was the use of HABs in monitoring small land areas for research purposes, simulating the efforts of natural disaster observation. This requires the balloon to remain at a constant altitude, allowing on-board cameras to monitor the land area while the balloon remains as stationary as possible. The National Oceanic and Atmospheric Administration (NOAA) provides wind prediction data to the public, updated once every hour throughout the day in altitude resolutions of around 430 meters. This data could be easily used to estimate optimal altitudes in order to ensure that the balloon travels closer to a desired pathway.
Existing work
This methodology of altitude control has been proven to work in other implementations, including with the ValBal team at the Stanford Space Initiative [4]. In this use case, the team aimed to improve upon longevity of the balloon’s flight in terms of flight distance and flight time, expanding upon what was previously achievable by latex-class balloons in the atmosphere. However, we differ in that the ValBal team controlled strictly altitude with little regard to lateral position. We adapt this methodology to prioritize tractability of the balloon over survivability. We conducted research on how to expand this work to a variety of flight models (short-term to long-term flights) and desired flight paths (long-distance traversal to stationary positioning).
Methodology & Development Process
To prove the viability of our system, we created models via Simulink to test the tractability of the balloon’s altitude through modulation of the balloon’s buoyancy. The test flight information based solely on the balloon’s altitude information is available in Figure 5.
Compared to commonly trusted balloon predictors available online, such as the Cambridge University Space Flight (CUSF) HAB balloon predictor, our results have approximately 3% error in burst altitude and 31.37% error in burst time. We discovered that these commonly used online predictors failed to account for the changing air pressure as a function of altitude and the resulting impact this would have on the size of the balloon and its buoyancy. Removing this factor from our model allowed us to achieve a burst altitude and time that was comparable to that of the online model.
Interestingly, we had found that not only is controlling the altitude of the balloon possible, but also that with precise enough instrumentation, we are capable of producing a balloon that is neutrally buoyant in the atmosphere—an instrumental step in enabling long-distance flights traversing across further distances (see Figures 6 and 7).
As a result of our verification models, we turned our attention to a ballast system. This new system implements a solenoid that leaks helium from the balloon to decrease buoyancy (see Figure 8) and a ballast payload that would drop small weights that would serve to increase buoyancy of the balloon (see Figure 9 and 10). We utilized small, biodegradable plastic ball bearings (BBs) as a part of our ballast. Not only did these BBs come in various densities—which allowed a wide degree of adaptability for various payload sizes and rapidly variable buoyancies of a wide range of HAB sizes—the BBs additionally were cost-effective and readily available, allowing them to be employable across all HAB tests.
Individually, these parts have been tested and verified to work reliably across operations that simulated more than 15 consecutive flight hours. We experienced no jams with our revolver chamber-style BB dispenser system nor did we face issues with electronic control problems of our solenoid. It is important to note that these tests were conducted at standard atmospheric conditions near sea level at constant room temperature. These parts were not able to be stress tested at altitude or near-space conditions including exposure to radiation, thermal stressing and cycles, or environmental conditions. Given restrictions with FAA flight licenses, we were not able to launch and further test these components in flight during our internship.
Future Work
The extent of this project was limited in scope due to its short timeline and FAA license restrictions. There are many areas of interest and improvement that can be pursued in future generations of the program and iterative design improvements.
Firstly, one particular area of interest is to increase real-world testing scenarios and adapt the design based on individualized use cases, allowing investigators to develop a more accurate picture of the system’s capabilities in a wide set of situations. This would include variations in environmental and system factors including wind speed, weather conditions, and balloon payload sizes. Such tests would provide insight into how a balloon may be adapted and modified to fit various use cases for a variety of applications including extending the length of flights, targeting specific locations for surveillance, and accumulating more accurate weather-gathering capabilities.
Secondly, investigating system autonomy and software improvement are warranted. While our algorithm relied on simple balloon physics and buoyancy calculations, we were unable to confirm our findings in real-world testing which includes various environmental anomalies such as updrafts, downdrafts, and other localized wind variations. By improving software-hardware integration and extensively testing the resulting product, we can vary the ballast drop and helium leakage rates to achieve better degrees of control and even an extensive duration of flight.
Overall, these future research directions have the potential to expand our understanding of the proposed design approach, further improve its performance, and identify new areas of application and development. This paves the way for HABs to fulfill not only pre-existing use cases—such as for near-space experimentation and surveillance—but also for new, expanded roles that are yet to be seen. Already, they have been employed for an abundance of novel fields in recent decades including geospatial imaging, urban development & planning, and space mobility logistics. Their low cost, ease of transport & launch, and payload flexibility have long been recognized as a key selling point for their implementation within the field of space exploration. However, with the introduction of a controls system that would be capable of increasing desired control over its flight path, its true limitations of use are yet to be seen.
Acknowledgments
We would like to thank the following for their gracious support of Innovation to Flight:
Adrian Stoica and Thomas Lu who graciously offered to mentor the many students, supporting us in our engineering endeavors and constantly providing feedback and support to improve our designs and ideas. The results obtained throughout this internship would not have been possible without their assistance and guidance.
Attila Komjathy who graciously communicated with JPL on behalf of our team to arrange available lab space and enabled the team to work on lab and in-person, greatly contributing to our collaborative efforts.
Hunter Hall who provided a plethora of resources and mentorship and whose years of experience with HABs gained us an invaluable set of experiences to build upon.
And lastly, we would like to thank NASA, JPL, Caltech and the education offices for their gracious funding in support of our programs and helping make a program like this possible.
References
[1] Garrison, James L. et al “Signals of Opportunity: Enabling New Science Outside of Protected Bands,” IEEE Xplore, 2018.
[2] Hunter, Hall et al, “Project Zephyrus: Developing a Rapidly Reusable High-Altitude Flight Test Platform,” IEEE Xplore, 2018.
[3] Hunter, Hall et al, “Utilizing High Altitude Balloons as Low-Cost CubeSat Test Platform,” IEEE Xplore, 2020.
[4] Sushko, et al, “Low-Cost, High Endurance, Altitude-Controlled Latex Balloon for Near-Space Research (ValBal),” Stanford Student Space Initiative, 2017.