Multibody Simulation of REMORA CubeSat Docking to and Pushing a Spent Rocket Booster
UNKNOWN
Mukherjee, Rudranarayan↗
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Space launch systems - Current United States plans and the next logical steps through 2000
The United States space transportation plans are discussed with emphasis on returning the Titan and the Shuttle to operational status. In particular, Shuttle enhancements via advanced solid rocket boosters and replacement of solid rocket boosters by liquid rocket boosters are examined. The Shuttle-C vehicle is then discussed as the next logical step that could provide a heavy launch capability in the early 1990s. The Shuttle-C will provide assured and flexible access to space for large Centaur-class payloads, for Space Station assembly, and for planetary missions.
Branscome, Darrell R.↗
Dynamic Tow Maneuver Orbital Launch Technique
An orbital launch system and its method of operation use a maneuver to improve the launch condition of a booster rocket and payload. A towed launch aircraft, to which the booster rocket is mounted, is towed to a predetermined elevation and airspeed. The towed launch aircraft begins the maneuver by increasing its lift, thereby increasing the flight path angle, which increases the tension on the towline connecting the towed launch aircraft to a towing aircraft. The increased tension accelerates the towed launch aircraft and booster rocket, while decreasing the speed (and thus the kinetic energy) of the towing aircraft, while increasing kinetic energy of the towed launch aircraft and booster rocket by transferring energy from the towing aircraft. The potential energy of the towed launch aircraft and booster rocket is also increased, due to the increased lift. The booster rocket is released and ignited, completing the launch.
Rutan, Elbert L.↗
Launch vehicle performance using metallized propellants
Metallized propellant propulsion systems are considered as replacements for the solid rocket boosters and liquid sustainer stages on the current launch vehicles: both the Space Transportation System (STS) and the Titan 4. Liquid rocket boosters for the STS were analyzed as replacements for current solid rocket boosters. These boosters can provide a liquid propulsion system within the volume constraints of a solid rocket booster. A replacement for the Space Shuttle Main Engines using metallized O2/H2/Al was studied. The liquid stages of the Titan 4 were also investigated; the Aerozine-50 (A-50) fuel was replaced with metallized storable A-50/Al. A metallized propellant is similar to a traditional liquid propellant. However, it has metal particles, such as aluminum, that are suspended in a gelled fuel, such as hydrogen, RP-1, A-50 or monomethyl hydrazine (MMH). The fuels then undergo combustion with liquid oxygen or nitrogen tetroxide (NTO). These propellants provide options for increasing the performance of existing launch vehicle chemical propulsion systems by increasing fuel density or specific impulse or both. These increases in density and specific impulse can significantly reduce the propulsion system liftoff weight and allow a liquid rocket booster to fit into the same volume as an existing solid rocket booster. Also, because gelled fuels are akin to liquid propellants, metallized systems can provide enhanced controllability over solid propulsion systems. Gelling of the propellant also reduces the sensitivity to impacts and consequently reduces the propellant explosion hazard.
Palaszewski, Bryan A.↗
Launch vehicle performance using metallized propellants
Metallized propellant propulsion systems are considered as replacements for the solid rocket boosters and liquid sustainer stages on the current launch vehicles: both the Space Transportation System (STS) and the Titan 4. Liquid rocket boosters for the STS were analyzed as replacements for current solid rocket boosters. These boosters can provide a liquid propulsion system within the volume constraints of a solid rocket booster. A replacement for the Space Shuttle Main Engines using metallized 02/H2/A1 was studied. The liquid stages of the Titan 4 were also investigated; the Aerozine-50 (A-50) fuel was replaced with metallized storable A-50/A1. A metallized propellant is similar to a traditional liquid propellant. However, it has metal particles, such as aluminum, that are suspended in a gelled fuel, such as hydrogen, RP-1, A-50 or monomethyl hydrazine (MMH). The fuels then undergo combustion with liquid oxygen or nitrogen tetroxide (NTO). These propellants provide options for increasing the performance of existing launch vehicle chemical propulsion systems by increasing fuel density or specific impulse or both. These increases in density and specific impulse can significantly reduce the propulsion system liftoff weight and allow a liquid rocket booster to fit into the same volume as an existing solid rocket booster. Also, because gelled fuels are akin to liquid propellants, metallized systems can provide enhanced controllability over solid propulsion systems. Gelling of the propellant also reduces the sensitivity to impacts and consequently reduces the propellant explosion hazard.
Palaszewski, Bryan↗
SLS Test Stand Site Selection
Test site selection is a critical element of the design, development and production of a new system. With the advent of the new Space Launch System (SLS), the National Aeronautics and Space Administration (NASA) had a number of test site selection decisions that needed to be made early enough in the Program to support the planned Launch Readiness Date (LRD). This case study focuses on decisions that needed to be made in 2011 and 2012 in preparation for the April 2013 DPMC decision about where to execute the Main Propulsion Test that is commonly referred to as "Green Run." Those decisions relied upon cooperative analysis between the Program, the Test Lab and Center Operations. The SLS is a human spaceflight vehicle designed to carry a crew farther into space than humans have previously flown. The vehicle consists of four parts: the crew capsule, the upper stage, the core stage, and the first stage solid rocket boosters. The crew capsule carries the astronauts, while the upper stage, the core stage, and solid rocket boosters provide thrust for the vehicle. In other words, the stages provide the "lift" part of the lift vehicle. In conjunction with the solid rocket boosters, the core stage provides the initial "get-off-the-ground" thrust to the vehicle. The ignition of the four core stage engines and two solid rocket boosters is the first step in the launch portion of the mission. The solid rocket boosters burn out after about 2 minutes of flight, and are then jettisoned. The core stage provides thrust until the vehicle reaches a specific altitude and speed, at which point the core stage is shut off and jettisoned, and the upper stage provides vehicle thrust for subsequent mission trajectories. The integrated core stage primarily consists of a liquid oxygen tank, a liquid hydrogen tank, and the four core stage engines. For the SLS program, four RS-25 engines were selected as the four core stage engines. The RS-25 engine is the same engine that was used for Space Shuttle. The test plan for the integrated core stage was broken down into several segments: Component testing, system level testing, and element level testing. In this context, components are items such as valves, controllers, sensors, etc. Systems are items such as an entire engine, a tank, or the outer stage body. The core stage itself is considered to be an element. The rocket engines are also considered an element. At the program level, it was decided to perform a single green run test on the integrated core stage prior to shipment of it to Kennedy Space Center (KSC) for use in the EM-1 test flight of the SLS vehicle. A green run test is the first live fire of the new integrated core stage and engine elements - without boosters of course. The SLS Program had to decide where to perform SLS green run testing.
Crowe, Kathryn↗
Space Shuttle Transportation (Roll-Out) Loads Diagnostics
The Space Transportation System (STS) consists of three primary components; an Orbiter Vehicle, an External Fuel Tank, and two Solid Rocket Boosters. The Orbiter Vehicle and Solid Rocket Boosters are reusable components, and as such, they are susceptible to durability issues. Recently, the fatigue load spectra for these components have been updated to include load histories acquired during the rollout phase of the STS processing for flight. Using traditional program life assessment techniques, the incorporation of these "rollout" loads produced unacceptable life estimates for certain Orbiter structural members. As a result, the Space Shuttle System Engineering and Integration Office has initiated a program to re-assess the method used for developing the "rollout" loads and performing the life assessments. In the fall of 2003 a set of tests were preformed to provide information to either validate existing load spectra estimation techniques or generate new load spectra estimation methods. Acceleration and strain data were collected from two rollouts of a partial-stack configuration of the Space Shuttle. The partial stack configuration consists of two Solid Rocket Boosters tied together at the upper External Tank attachment locations mounted on the Mobile Launch Platform carried by a Crawler Transporter (CT). In the current analysis, the data collected from this test is examined for consistency in speed, surface condition effects, and the characterization of the forcing function. It is observed that the speed of the CT is relatively stable. The dynamic response acceleration of the partial-stack is slightly sensitive to the surface condition of the road used for transport, and the dynamic response acceleration of the partial-stack generally increases as the transport speed increases. However, the speed sensitivity is dependent on the measurement location. Finally, the character of the forcing function is narrow-banded with the primary drivers being harmonics of two CT speed dependent excitations. One source is an excitation due to the CT treads striking the road surface, and the second is unknown.
Elliott, Kenny B.↗
U.S. launch systems evolution
Shuttle improvements and Shuttle-derived vehicles which could answer projected launch system demands for the 1990s are explored. Traffic volume is suggested to be at levels exceeding the STS ability to deliver, thereby necessitating use of unmanned launch vehicles. Some payload delivery increase is possible using an Aft Cargo Carrier attached to the bottom of the external tank. This configuration would handle cargo with a diameter larger than the 15 ft allowable in the Orbiter bay. Various configurations of solid rocket booster cargo rockets are described, together with use of a module containing the Shuttle main engines and avionics as a recoverable part of a system able to place cargo 30 ft in diam and 90-100 ft tall in orbit. Using liquid reusable boosters would permit an increase of cargo capacity by the Shuttle of 50%, while a side-mount cargo vehicle (unmanned) offers a payload capacity of 165-200 klb. It is predicted that launch vehicles in the beginning of the 21st century will be of a fully reusable design.
Marshall, W. R.↗
Applying large solid boosters.
Large solid propellant booster rocket engine performance characteristics and development and operating cost estimates for several manned launched vehicle concepts
COST ESTIMATE↗
Compilation of Abstracts for SC12 Conference Proceedings
1 A Breakthrough in Rotorcraft Prediction Accuracy Using Detached Eddy Simulation; 2 Adjoint-Based Design for Complex Aerospace Configurations; 3 Simulating Hypersonic Turbulent Combustion for Future Aircraft; 4 From a Roar to a Whisper: Making Modern Aircraft Quieter; 5 Modeling of Extended Formation Flight on High-Performance Computers; 6 Supersonic Retropropulsion for Mars Entry; 7 Validating Water Spray Simulation Models for the SLS Launch Environment; 8 Simulating Moving Valves for Space Launch System Liquid Engines; 9 Innovative Simulations for Modeling the SLS Solid Rocket Booster Ignition; 10 Solid Rocket Booster Ignition Overpressure Simulations for the Space Launch System; 11 CFD Simulations to Support the Next Generation of Launch Pads; 12 Modeling and Simulation Support for NASA's Next-Generation Space Launch System; 13 Simulating Planetary Entry Environments for Space Exploration Vehicles; 14 NASA Center for Climate Simulation Highlights; 15 Ultrascale Climate Data Visualization and Analysis; 16 NASA Climate Simulations and Observations for the IPCC and Beyond; 17 Next-Generation Climate Data Services: MERRA Analytics; 18 Recent Advances in High-Resolution Global Atmospheric Modeling; 19 Causes and Consequences of Turbulence in the Earths Protective Shield; 20 NASA Earth Exchange (NEX): A Collaborative Supercomputing Platform; 21 Powering Deep Space Missions: Thermoelectric Properties of Complex Materials; 22 Meeting NASA's High-End Computing Goals Through Innovation; 23 Continuous Enhancements to the Pleiades Supercomputer for Maximum Uptime; 24 Live Demonstrations of 100-Gbps File Transfers Across LANs and WANs; 25 Untangling the Computing Landscape for Climate Simulations; 26 Simulating Galaxies and the Universe; 27 The Mysterious Origin of Stellar Masses; 28 Hot-Plasma Geysers on the Sun; 29 Turbulent Life of Kepler Stars; 30 Modeling Weather on the Sun; 31 Weather on Mars: The Meteorology of Gale Crater; 32 Enhancing Performance of NASAs High-End Computing Applications; 33 Designing Curiosity's Perfect Landing on Mars; 34 The Search Continues: Kepler's Quest for Habitable Earth-Sized Planets.
HPC↗
Space shuttle: An investigation of the load distribution over the SRB and external tank of a 0.004 scale model of the 049 space shuttle launch configuration
A study was conducted in a trisonic wind tunnel to determine the load distribution over the external tank and solid rocket boosters of the space shuttle launch configuration. The external tank was sting-supported and the solid rocket boosters and orbiter were mounted directly on the external tank. The external tank was, instrumented with 152 pressure orifices and the solid rocket boosters contained 78 orifices. The pressure data were obtained for various combinations of the three geometric components as the gap size between the external tank and the solid rocket boosters, angle of attack, and angle of sideslip were varied. Mach numbers ranged from 0.8 to 1.96.
Lott, R. A.↗
Viscoelastic propellant effects on Space Shuttle Dynamics
The program of solid propellant research performed in support of the space shuttle dynamics modeling effort is described. Stiffness, damping, and compressibility of the propellant and the effects of many variables on these properties are discussed. The relationship between the propellant and solid rocket booster dynamics during liftoff and boost flight conditions and the effects of booster vibration and propellant stiffness on free free solid rocket booster modes are described. Coupled modes of the shuttle system and the effect of propellant stiffness on the interfaces of the booster and the external tank are described. A finite shell model of the solid rocket booster was developed.
Bugg, F.↗
Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot transonic wind tunnel, volume 2
An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e., top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.
Marroquin, J.↗
Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot Transonic wind tunnel (IA613A), volume 1
An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e. top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.
Marroquin, J.↗
Output-Based Adaptive Meshing Applied to Space Launch System Booster Separation Analysis
This paper presents details of Computational Fluid Dynamic (CFD) simulations of the Space Launch System during solid-rocket booster separation using the Cart3D inviscid code with comparisons to Overflow viscous CFD results and a wind tunnel test performed at NASA Langley Research Center's Unitary PlanWind Tunnel. The Space Launch System (SLS) launch vehicle includes two solid-rocket boosters that burn out before the primary core stage and thus must be discarded during the ascent trajectory. The main challenges for creating an aerodynamic database for this separation event are the large number of basis variables (including orientation of the core, relative position and orientation of the boosters, and rocket thrust levels) and the complex flow caused by the booster separation motors. The solid-rocket boosters are modified from their form when used with the Space Shuttle Launch Vehicle, which has a rich flight history. However, the differences between the SLS core and the Space Shuttle External Tank result in the boosters separating with much narrower clearances, and so reducing aerodynamic uncertainty is necessary to clear the integrated system for flight. This paper discusses an approach that has been developed to analyze about 6000 wind tunnel simulations and 5000 flight vehicle simulations using Cart3D in adaptive-meshing mode. In addition, a discussion is presented of Overflow viscous CFD runs used for uncertainty quantification. Finally, the article presents lessons learned and improvements that will be implemented in future separation databases.
Booster↗
Providing a Turn for the Better
Engineers are tasked with designing new systems every day to meet changing or unexpected technical requirements. After the tragic explosion of the Space Shuttle Challenger on January 28, 1986, NASA engineers embarked on a complete overhaul of many of their long-standing quality systems and procedures. When the official cause of the accident was determined to be an O-ring failure in the right Solid Rocket Booster, NASA's Shuttle Program initiated a thorough redesign of the rocket boosters' clevis ends, which are the O-ring's mating surfaces. One of the unique systems that NASA engineers developed as a result of this effort included a heating assembly that is coupled to the outside of the rocket boosters. When the assembly is affixed to the external surface of the boosters, the very nature of its design allows for the warming of the O-rings prior to launch. After the engineers completed the assembly's design, however, they found that it was nearly impossible to tighten the spanner nuts required for attaching the system, given the minimum amount of clearance they had in the limited and confined space. Under these circumstances, the standard wrenches typically used for tightening these types of nuts did not work, and there were no other existing devices to solve the problem. NASA engineers embraced the challenge, developing a torque wrench tool adapter that allowed for a full rotation of spanner nuts in confined spaces. The tool, which is similar to an open-ended crowfoot wrench and a fixed-face spanner wrench, contains two dowel pins that center and lock the wrench onto the nut.
Source record↗
Overview of the SLS Core Stage Thrust Vector Control System Design
The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) consists of four independent hydraulic systems. The SLS CS TVC system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Each hydraulic system nominally provides hydraulic power to one RS-25 engine and two actuators. Additionally, each system provides redundant control capability to one actuator on each of its neighboring systems. The RS-25 uses hydraulic power to control propellant valves, and the TVC actuators are used to move the engine in the pitch and yaw gimbal planes. The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Space Shuttle heritage hardware directly reused on SLS includes the Orbiter TVC hydraulic servo-actuators (with two slight design modifications), the Orbiter hydraulic circulation pumps, the Orbiter gimbal block/bearing, and the Solid Rocket Booster hydraulic pumps. The Solid Rocket Booster APU turbines are powered by hot gas produced by a catalyzed hydrazine decomposition. The SLS Core Auxiliary Power Unit (CAPU) is derived from the Space Shuttle Orbiter Auxiliary Power Unit (APU); on the SLS Core Stage, the CAPU turbine is spun using cold gas tapped-off from the RS-25 to CS liquid hydrogen autogenous pressurization line. The remaining hardware in the TVC system (hydraulic Filter Manifold (FM), hydraulic Supply Accumulator (SA), hydraulic Return Accumulator (RA), Hydraulic Reservoir, Exhaust Gas Heat Exchanger (EGHE)) as well as the avionics providing control and telemetry (TVC Actuator Controller (TAC) and CAPU Controller (CAPUC) are new components developed for SLS. This paper is the first installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, the overall design architecture of the CS TVC is presented, with a focus on the interfaces between the TVC actuators, the engines, their hydraulic power systems, and the avionics that provide commands from the SLS Vehicle Management (VM) software to effect stable and robust flight control for the integrated SLS launch vehicle.
Thrust Vector Control↗
Overview of the SLS Core Stage Thrust Vector Control System Design
The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) consists of four independent hydraulic systems. The SLS CS TVC system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Each hydraulic system nominally provides hydraulic power to one RS-25 engine and two actuators. Additionally, each system provides redundant control capability to one actuator on each of its neighboring systems. The RS-25 uses hydraulic power to control propellant valves, and the TVC actuators are used to move the engine in the pitch and yaw gimbal planes. The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage. The Space Shuttle heritage hardware directly reused on SLS includes the Orbiter TVC hydraulic servo-actuators (with two slight design modifications), the Orbiter hydraulic circulation pumps, the Orbiter gimbal block/bearing, and the Solid Rocket Booster hydraulic pumps. The Solid Rocket Booster APU turbines are powered by hot gas produced by a catalyzed hydrazine decomposition. The SLS Core Auxiliary Power Unit (CAPU) is derived from the Space Shuttle Orbiter Auxiliary Power Unit (APU); on the SLS Core Stage, the CAPU turbine is spun using cold gas tapped-off from the RS-25 to CS liquid hydrogen autogenous pressurization line. The remaining hardware in the TVC system (hydraulic Filter Manifold (FM), hydraulic Supply Accumulator (SA), hydraulic Return Accumulator (RA), Hydraulic Reservoir, Exhaust Gas Heat Exchanger (EGHE)) as well as the avionics providing control and telemetry (TVC Actuator Controller (TAC) and CAPU Controller (CAPUC) are new components developed for SLS. This paper is the first installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, the overall design architecture of the CS TVC is presented, with a focus on the interfaces between the TVC actuators, the engines, their hydraulic power systems, and the avionics that provide commands from the SLS Vehicle Management (VM) software to effect stable and robust flight control for the integrated SLS launch vehicle.
Thrust Vector Control↗