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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 217 records · Page 12

Real-Time Simulation of Ares I Launch Vehicle

The Ares Real-Time Environment for Modeling, Integration, and Simulation (ARTEMIS) has been developed for use by the Ares I launch vehicle System Integration Laboratory (SIL) at the Marshall Space Flight Center (MSFC). The primary purpose of the Ares SIL is to test the vehicle avionics hardware and software in a hardware-in-the-loop (HWIL) environment to certify that the integrated system is prepared for flight. ARTEMIS has been designed to be the real-time software backbone to stimulate all required Ares components through high-fidelity simulation. ARTEMIS has been designed to take full advantage of the advances in underlying computational power now available to support HWIL testing. A modular real-time design relying on a fully distributed computing architecture has been achieved. Two fundamental requirements drove ARTEMIS to pursue the use of high-fidelity simulation models in a real-time environment. First, ARTEMIS must be used to test a man-rated integrated avionics hardware and software system, thus requiring a wide variety of nominal and off-nominal simulation capabilities to certify system robustness. The second driving requirement - derived from a nationwide review of current state-of-the-art HWIL facilities - was that preserving digital model fidelity significantly reduced overall vehicle lifecycle cost by reducing testing time for certification runs and increasing flight tempo through an expanded operational envelope. These two driving requirements necessitated the use of high-fidelity models throughout the ARTEMIS simulation. The nature of the Ares mission profile imposed a variety of additional requirements on the ARTEMIS simulation. The Ares I vehicle is composed of multiple elements, including the First Stage Solid Rocket Booster (SRB), the Upper Stage powered by the J- 2X engine, the Orion Crew Exploration Vehicle (CEV) which houses the crew, the Launch Abort System (LAS), and various secondary elements that separate from the vehicle. At launch, the integrated vehicle stack is composed of these stages, and throughout the mission, various elements separate from the integrated stack and tumble back towards the earth. ARTEMIS must be capable of simulating the integrated stack through the flight as well as propagating each individual element after separation. In addition, abort sequences can lead to other unique configurations of the integrated stack as the timing and sequence of the stage separations are altered.

Tobbe, Patrick↗

Space shuttle launch era spacecraft injection errors and DSN initial acquisition

The initial acquisition of a spacecraft by the Deep Space Network (DSN) is a critical mission event. This results from the importance of rapidly evaluating the health and trajectory of a spacecraft in the event that immediate corrective action might be required. Further, the DSN initial acquisition is always complicated by the most extreme tracking rates of the mission. The DSN initial acquisition characteristics will change considerably in the upcoming space shuttle launch era. How given injection errors at spacecraft separation from the upper stage launch vehicle (carried into orbit by the space shuttle) impact the DSN initial acquisition, and how this information can be factored into injection accuracy requirements to be levied on the Space Transportation System (STS) is addressed. The approach developed begins with the DSN initial acquisition parameters, generates a covariance matrix, and maps this covariance matrix backward to the spacecraft injection, thereby greatly simplifying the task of levying accuracy requirements on the STS, by providing such requirements in a format both familiar and convenient to STS.

Khatib, A. R.↗

Near-Field Separation and Dynamics Analysis of NASA's Space Launch System Block-1 and Block-1B Secondary Payloads

The NASA Space Launch System (SLS) Program Block-1 and Block-1B missions are expected to carry a number of CubeSat secondary payloads (SPL) to space, where they will be ejected from internal SLS structures to begin their own missions. This near-field ejection process must be closely evaluated to ensure that no SPL contacts the SLS structures, as contacts could result in SPL component damage, mission loss, or aberrant SPL trajectories. To this end, multiple SPL ejection events were analyzed for both Block-1 and Block-1B mission configurations using CLVTOPS, a NASA Marshall Space Flight Center (MSFC) developed multi-body dynamics, proximity analysis, and visualization toolchain. This paper details the SPL-to-SLS clearance assessment process, with a focus on simulation setup and results as well as SPL design requirement analysis. Relevant CLVTOPS, statistics, and mission backgrounds are covered; important constraints, difficulties, and assumptions are also documented. Furthermore, the importance of SPL housing geometry on near-field vehicle clearance is highlighted, and examples are shown.

Jared T Rucker↗

STS-37 Breakfast / Ingress / Launch & ISO Camera Views

The primary objective of the STS-37 mission was to deploy the Gamma Ray Observatory. The mission was launched at 9:22:44 am on April 5, 1991, onboard the space shuttle Atlantis. The mission was led by Commander Steven Nagel. The crew was Pilot Kenneth Cameron and Mission Specialists Jerry Ross, Jay Apt, and Linda Godwing. This videotape shows the crew having breakfast on the launch day, with the narrator introducing them. It then shows the crew's final preparations and the entry into the shuttle, while the narrator gives information about each of the crew members. The countdown and launch is shown including the shuttle separation from the solid rocket boosters. The launch is reshown from 17 different camera views. Some of the other camera views were in black and white.

Source record↗

STS-37/Atlantis/GRO

The primary objective of the STS-37 mission was to deploy the Gamma Ray Observatory. The mission was launched at 9:22:44 am on April 5, 1991, onboard the space shuttle Atlantis. The mission was led by Commander Steven Nagel. The crew was Pilot Kenneth Cameron and Mission Specialists Jerry Ross, Jay Apt, and Linda Godwing. This videotape shows the crew having breakfast on the launch day. It then shows the crew's final preparations and the entry into the shuttle. The countdown and launch is shown including the shuttle separation from the solid rocket boosters. The launch is reshown from several different camera views. Some of the other camera views were in black and white. The deployment of the Gamma Ray Observatory is shown, including an unscheduled spacewalk to deploy the high gain antenna. The landing at Edwards Air Force Base is shown. The landing is also shown from several different cameras views.

Source record↗

A Combined Solar Electric and Storable Chemical Propulsion Vehicle for Piloted Mars Missions

The Mars Design Reference Architecture (DRA) 5.0 explored a piloted Mars mission in the 2030 timeframe, focusing on architecture and technology choices. The DRA 5.0 focused on nuclear thermal and cryogenic chemical propulsion system options for the mission. Follow-on work explored both nuclear and solar electric options. One enticing option that was found in a NASA Collaborative Modeling for Parametric Assessment of Space Systems (COMPASS) design study used a combination of a 1-MW-class solar electric propulsion (SEP) system combined with storable chemical systems derived from the planned Orion crew vehicle. It was found that by using each propulsion system at the appropriate phase of the mission, the entire SEP stage and habitat could be placed into orbit with just two planned Space Launch System (SLS) heavy lift launch vehicles assuming the crew would meet up at the Earth-Moon (E-M) L2 point on a separate heavy-lift launch. These appropriate phases use high-thrust chemical propulsion only in gravity wells when the vehicle is piloted and solar electric propulsion for every other phase. Thus the SEP system performs the spiral of the unmanned vehicle from low Earth orbit (LEO) to E-M L2 where the vehicle meets up with the multi-purpose crew vehicle. From here SEP is used to place the vehicle on a trajectory to Mars. With SEP providing a large portion of the required capture and departure changes in velocity (delta V) at Mars, the delta V provided by the chemical propulsion is reduced by a factor of five from what would be needed with chemical propulsion alone at Mars. This trajectory also allows the SEP and habitat vehicle to arrive in the highly elliptic 1-sol parking orbit compatible with envisioned Mars landing concepts. This paper explores mission options using between SEP and chemical propulsion, the design of the SEP system including the solar array and electric propulsion systems, and packaging in the SLS shroud. Design trades of stay time, power level, specific impulse and propellant type are discussed.

Mercer, Carolyn R.↗

A Combined Solar Electric and Storable Chemical Propulsion Vehicle for Piloted Mars Missions

The Mars Design Reference Architecture (DRA) 5.0 explored a piloted Mars mission in the 2030 timeframe, focusing on architecture and technology choices. The DRA 5.0 focused on nuclear thermal and cryogenic chemical propulsion system options for the mission. Follow-on work explored both nuclear and solar electric options. One enticing option that was found in a NASA Collaborative Modeling for Parametric Assessment of Space Systems (COMPASS) design study used a combination of a 1-MW-class solar electric propulsion (SEP) system combined with storable chemical systems derived from the planned Orion crew vehicle. It was found that by using each propulsion system at the appropriate phase of the mission, the entire SEP stage and habitat could be placed into orbit with just two planned Space Launch System (SLS) heavy lift launch vehicles assuming the crew would meet up at the Earth-Moon (E-M) L2 point on a separate heavy-lift launch. These appropriate phases use high-thrust chemical propulsion only in gravity wells when the vehicle is piloted and solar electric propulsion for every other phase. Thus the SEP system performs the spiral of the unmanned vehicle from low Earth orbit (LEO) to E-M L2 where the vehicle meets up with the multi-purpose crew vehicle. From here SEP is used to place the vehicle on a trajectory to Mars. With SEP providing a large portion of the required capture and departure changes in velocity (delta V) at Mars, the delta V provided by the chemical propulsion is reduced by a factor of five from what would be needed with chemical propulsion alone at Mars. This trajectory also allows the SEP and habitat vehicle to arrive in the highly elliptic 1-sol parking orbit compatible with envisioned Mars landing concepts. This paper explores mission options using between SEP and chemical propulsion, the design of the SEP system including the solar array and electric propulsion systems, and packaging in the SLS shroud. Design trades of stay time, power level, specific impulse and propellant type are discussed.

Mercer, Carolyn R.↗

Heliophysics Environmental & Radiation Measurement Experiment Suite (HERMES): A Small External Payload for the Lunar Gateway with Big Challenges

Currently scheduled for liftoff in 2024, Gateway will be an outpost orbiting the moon for astronauts headed to and from the lunar surface and serve as a staging point for deep space exploration. In January of 2020 NASA headquarters contacted Goddard Space Flight Center to request that they develop a Heliophysics instrumentation package for Gateway. This package would later become known as HERMES-Heliophysics Environmental & Radiation Measurement Experiment Suite. HERMES consists of a Miniaturized Electron pRoton Telescope (MERIT), an Electron Electrostatic Analyzer (EEA), Solar Probe Analyzers (SPAN)-A-ions, and Noise Eliminating Magnetometer Instrument in a Small Integrated System (NEMISIS), which consists of one fluxgate and two Magneto-Inductive Magnetometers. From the beginning the HERMES mission faced a number of Challenges. It was constrained to fit in a small, half meter, cube and it was required to weigh no more than 25kg. A new boom design for the magnetometer would be required and for safety reasons it must be able to retract autonomously with power removed. To complicate matters the location of the SORI-Small ORU- (Orbital Replacement Unit) Robotics Interface, the primary interface for the HERMES platform to the Gateway elements, was undetermined. Also, the mechanical, thermal and electrical interfaces are not fully defined. The Canadian Space Agency is still in process of designing the version of the SORI that will be flown on the Power and Propulsion Element (PPE) and Habitation and Logistics Outpost (HALO) elements, each of which are being developed by different contractors. At the time of initiating the HERMES project, neither of the Gateway module providers were under contract. Additionally, we would later learn the ISS heritage SORI modules were not originally designed for launching on the Gateway elements with a payload directly attached but rather were intended to be brought up on a separate carrier outfitted with launch locks and specialized launch structures from which the robotic arm on Gateway would then be used to detach the payload and install it on the SORI adapters while on orbit. Launching the integrated Payload/SORI on the PPE and HALO elements complicates the stiffness requirements and coupled loads analysis. Adding to this are serious constraints on Field-Of-View (FOV) for solar viewing and severe radiation exposure considerations brought on by slowly raising the orbit through the Van Allen Belts. Just to make things a little more challenging the budget for the entire project was intended to be a low-cost tailored Class-D mission approach. Plus, the effects of Corona VIrus Disease 2019 (COVID-19) were not factored in from the beginning. This paper will discuss what’s being done to overcome these challenges and put HERMES on track for a 2024 Launch Readiness Date (LRD).

Irving Joseph Burt↗

Constraint Force Equation Methodology for Modeling Multi-Body Stage Separation Dynamics

This paper discusses a generalized approach to the multi-body separation problems in a launch vehicle staging environment based on constraint force methodology and its implementation into the Program to Optimize Simulated Trajectories II (POST2), a widely used trajectory design and optimization tool. This development facilitates the inclusion of stage separation analysis into POST2 for seamless end-to-end simulations of launch vehicle trajectories, thus simplifying the overall implementation and providing a range of modeling and optimization capabilities that are standard features in POST2. Analysis and results are presented for two test cases that validate the constraint force equation methodology in a stand-alone mode and its implementation in POST2.

Toniolo, Matthew D.↗

Mission Design Overview for Mars 2003/2005 Sample Return Mission

In May 2003, a new and exciting chapter in Mars exploration will begin with the launch of the first of three spacecraft that will collectively contribute toward the goal of delivering samples from the Red Planet to Earth. This mission is called Mars Sample Return (MSR) and will utilize both the 2003 and 2005 launch opportunities with an expected sample return in October 2008. NASA and CNES are major partners in this mission. The baseline mission mode selected for MSR is Mars orbit rendezvous (MOR), analogous in concept to the lunar orbit rendezvous (LOR) mode used for Apollo in the 1960s. Specifically, MSR will employ two NASA-provided landers of nearly identical design and one CNES-provided orbiter carrying a NASA payload of rendezvous sensors, orbital capture mechanisms, and an Earth entry vehicle (EEV). The high-level concept is that the landers will launch surface samples into Mars orbit, and the orbiter will retrieve the samples in orbit and then carry them back to Earth. The first element to depart for Mars will be one of the two landers. Currently, it is proposed that an intermediate class launch vehicle, such as the Boeing Delta 3 or Lockheed Martin Atlas 3A, will launch this 1800-kg lander from Cape Canaveral during the May 2003 opportunity. The lander will utilize a Type-1 transfer trajectory with an arrival at Mars in mid-December 2003. Landing will be aided by precision approach navigation and a guided hypersonic entry to achieve a touchdown accuracy of 10 km or better. Although the exact landing site has not yet been determined, it is estimated that lander resource constraints will limit the site to between 15 degrees north and south latitudes. Following touchdown, the lander will deploy a six-wheeled, 60-kg rover carrying an extensive suite of instruments designed to aid in the analysis of the local terrain and collection of core samples from selected rocks. The surface mission is currently designed around a concept called the surface traverse. Each traverse will involve the rover exploring a selected area of terrain up to 100 meters from the lander, the collection of rock core samples, and the delivery of the samples from the traverse back to a sample canister on the lander. Planning estimates indicate that up to three traverses may be possible during the expected 90-sol lifetime of the lander. The canister that will receive the samples from the rover will be attached to the top stage of a small solid-fueled rocket mounted to the deck of the lander. This rocket is called the Mars Ascent Vehicle (MAV) and consists of three stages weighing a total of about 140 kg. After the conclusion of the surface mission, the MAV will lift-off and insert the sample canister into a near-circular orbit with an altitude of about 600 km and inclination of 45 degrees. The sample canister will wait in this orbit until it is retrieved by the orbiter sometime in early 2007. In August 2005, the second lander and a CNES-provided orbiter weighing 2700 kg will depart for Mars. Currently, it is proposed that a single Ariane 5 provided by CNES will launch both of these two elements onto a Type-2 transfer trajectory. Although the orbiter and lander will be launched together, they will separate shortly after injection and will fly to Mars as two independent spacecraft. However, both spacecraft will perform a maneuver between 10 and 15 days after launch so that their arrival times at Mars differ by between 12 and 24 hours. This scheme will reduce the operational complexity at the encounter date. A set of four 60-kg surface probes will ride piggyback on the orbiter to Mars. These CNES-provided probes are called Netlanders and will serve as surface stations for scientific investigations independent of the Mars Sample Return goals. Starting approximately one month prior to arrival at Mars, the orbiter will begin to release the Netlanders one at a time. Each release cycle will take several days, and will include time for precision navigation to execute one or two maneuvers that will target the Netlanders to their proper landing site. All four deployment cycles will be completed prior to 10 days before arrival. Both the orbiter and lander will arrive in late-July 2006. Upon arrival, the lander will perform a precision landing and surface mission similar in concept to the one that was executed during the 2003 opportunity. Although the landing site for the 2005 opportunity has not been selected, it is expected to be different from the 2003 site to enhance the diversity of the collected samples. The orbiter's arrival at Mars will be highlighted by the first use of aerocapture to insert a spacecraft into a capture orbit around another planet. The choice of aerocapture, as opposed to a propulsive orbit insertion, was considered mission enabling due to a reduction of over 2000 m/s in mission AV. Aerocapture will be targeted to produce a 250 km x 1400 km capture orbit with an inclination of 45 degrees. Current analysis indicates that achieving this goal will require approximately six minutes of flight deep in the atmosphere with a targeted periapsis of approach of about 43 km. After factoring into account the penalty for carrying a heat shield to survive aerocapture, the net savings compared to a propulsive orbital insertion amounts to several hundred kilograms.

Lee, Wayne J.↗

Artemis I Trajectory Design and Optimization

This paper presents the overall trajectory design and optimization process for NASA’s Artemis I mission to send an uncrewed Orion vehicle to a lunar Distant Retrograde Orbit (DRO). The on-orbit trajectory begins at the Space Launch System (SLS) core separation and ends at the Orion service module Earth Entry Interface (EI) point. The details of the trajectory optimization process are presented, including design of nominal and extended mission options, launch windows, and abort options. Novel design techniques are also discussed to account for contingencies, such as using auxiliary thrusters to protect against main engine failure and applying trajectory shaping to mitigate or reduce eclipse durations.

Artemis I↗

Aerodynamic and Aeroacoustic Wind Tunnel Testing of the Orion Spacecraft

The Orion aerodynamic testing team has completed more than 40 tests as part of developing the aerodynamic and loads databases for the vehicle. These databases are key to achieving good mechanical design for the vehicle and to ensure controllable flight during all potential atmospheric phases of a mission, including launch aborts. A wide variety of wind tunnels have been used by the team to document not only the aerodynamics but the aeroacoustic environment that the Orion might experience both during nominal ascents and launch aborts. During potential abort scenarios the effects of the various rocket motor plumes on the vehicle must be accurately understood. The Abort Motor (AM) is a high-thrust, short duration motor that rapidly separates Orion from its launch vehicle. The Attitude Control Motor (ACM), located in the nose of the Orion Launch Abort Vehicle, is used for control during a potential abort. The 8 plumes from the ACM interact in a nonlinear manner with the four AM plumes which required a carefully controlled test to define the interactions and their effect on the control authority provided by the ACM. Techniques for measuring dynamic stability and for simulating rocket plume aerodynamics and acoustics were improved or developed in the course of building the aerodynamic and loads databases for Orion.

Ross, James C.↗

Space Technology Game Changing Development: NASA Affordable Vehicle Avionics (AVA)

Common Modular Avionics System for Nanolaunchers Offering Affordable Access to Space Small satellites are becoming ever more capable of performing valuable missions for both government and commercial customers. However, currently these satellites can be launched affordably only as secondary payloads. This makes it difficult for the small satellite mission to launch when needed, to the desired orbit, and with acceptable risk. What is needed is a class of low-cost launchers, so that launch costs to low-Earth orbit (LEO) are commensurate with payload costs. Several private and government-sponsored launch vehicle developers are working toward just that—the ability to affordably insert small payloads into LEO. But until now, cost of the complex avionics remained disproportionately high. AVA solves this problem. Significant contributors to the cost of launching nanosatellites to orbit are the avionics and software systems that steer and control the launch vehicles, sequence stage separation, deploy payloads, and telemeter data. The high costs of these guidance, navigation and control (GNC) avionics systems are due in part to the current practice of developing unique, single use hardware and software for each launch. High-performance, high-reliability inertial sensors components with heritage from legacy launchers also contribute to costs—but can low-cost commercial inertial sensors work just as well?

Aquilina, Rudy↗

NASA Affordable Vehicle Avionics (AVA)

Small satellites are becoming ever more capable of performing valuable missions for both government and commercial customers. However, currently these satellites can be launched affordably only as secondary payloads. This makes it difficult for the small satellite mission to launch when needed, to the desired orbit, and with acceptable risk. What is needed is a class of low-cost launchers, so that launch costs to low-Earth orbit (LEO) are commensurate with payload costs. Several private and government-sponsored launch vehicle developers are working toward just that-the ability to affordably insert small payloads into LEO. But until now, cost of the complex avionics remained disproportionately high. AVA (Affordable Vehicle Avionics) solves this problem. Significant contributors to the cost of launching nanosatellites to orbit are the avionics and software systems that steer and control the launch vehicles, sequence stage separation, deploy payloads, and telemeter data. The high costs of these guidance, navigation and control (GNC) avionics systems are due in part to the current practice of developing unique, single-use hardware and software for each launch. High-performance, high-reliability inertial sensors components with heritage from legacy launchers also contribute to costs-but can low-cost commercial inertial sensors work just as well? NASA Ames Research Center has developed and tested a prototype low-cost avionics package for space launch vehicles that provides complete GNC functionality in a package smaller than a tissue box (100 millimeters by 120 millimeters by 69 millimeters; 4 inches by 4.7 inches by 2.7 inches), with a mass of less than 0.84 kilogram (2 pounds. AVA takes advantage of commercially available, low-cost, mass-produced, miniaturized sensors, filtering their more noisy inertial data with real-time GPS (Global Positioning Satellite) data. The goal of the AVA project is to produce and light-verify a common suite of avionics and software that deliver affordable, capable GNC and telemetry avionics with application to multiple nanolaunch vehicles at 1 percent of the cost of current state-of-the-art avionics.

space technology↗

Survey of space escape/rescue/survivability capabilities.

Discussion of preventive or remedial systems to achieve safer space flight operations. Escape, rescue, and survival systems are defined by categories: on board, prepositioned aid, and earth-launched concepts. The survey considers separable escape or survival capsules; standby escape or rescue systems; and earth-launched manned and unmanned rescue systems. Reports covering such systems are listed, and the contents are classified as to scope of investigation, space mission, and design approach. Mission classes considered are earth orbit, lunar, and interplanetary. Results of the space escape, rescue, and survivability investigations are summarized in terms of system features and performance, including apparent voids or limitations in rescue capability. Recovery requirements and resources for space rescue are discussed.

Fleisig, R.↗

Delta XTE Press Briefing

Live coverage of the pre-launch Delta X-Ray Timing Explorer (XTE) press briefing is presented. George Diller, NASA Public Affairs, introduces the panel. The panel consists of Floyd Curington, NASA Launch Manager, Kennedy Space Center; David Mitchell, Launch Vehicle Manager, NASA Goddard Space Flight Center; Dale Schulz, Mission Director, XTE Project Manager Goddard Space Flight Center; Dr. Hale Bradt, XTE Principle Investigator, Massachusetts Institute of Technology (MIT); and Joel Tumbiolo, Launch Weather Officer, Department of the Air Force. The launch of the Delta XTE spacecraft atop the Delta 230 expendable launch vehicle is discussed. Once lofted into orbit, the XTE spacecraft will embark on a two-year mission to carry out an in-depth study of x-ray sources in the universe. Floyd Curington gives the lift-off schedule, fueling, and countdown of the spacecraft. David Mitchell discusses the launch sequence and spacecraft separation. Dale Schulz presents viewcharts of the instrument side of the XTE. Dr. Hale will be studying compact stars such as light dwarfs, neutron stars and quasars. Joel Tumbiolo presents the weather forecast for the December 10, 1995 launch. The press briefing ends with a question and answer period.

Source record↗

Air Launched Vehicle Exergy Analysis During Aircraft Boost Phase

The analysis of air launched vehicles carrying payloads to low earth orbit is complex. The integration of the aircraft flight phase and the launch vehicle flight phase requires the integration of systems functioning from different energy relationships. System exergy balance provides a relationship to integrate the efficiency of the aircraft launcher and the efficiency of the launch vehicle in a single, integrated system assessment. The exergy balance of the aircraft flight phase can be calculated with the launch vehicle included as part of the vehicle mass. As exergy balance allows for separate of the masses, different velocities, and different propulsion systems to continue the mission analysis after separation through payload orbital insertion and aircraft landing. This paper presents the initial assessment of the aircraft launch phase up to separation of the launch vehicle. Showing the method of integration afforded by the system exergy balance relationship.

Lane, Joshua↗