Inflatable Technology for Robotics
The inflatable Rover uses novel, large, inflatable wheels to climb over rocks, instead of traveling around them, thus enabling it to traverse over 99% of the Martian surface.
robotics↗
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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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Inflatable Antenna Technology with Preliminary Shuttle Experiment Results and Potential Applications
This paper describes the status of NASA's Inflatable Antenna Experiment (IAE) and a brief discussion on future applications. The development of the IAE will be discussed along with the results of ground test measurements which were conducted to determine the overall mechanical and projected electrical performance characteristics of this inflatable concept.
deployable↗
PICO - the Probe of Inflation and Cosmic Origins
The Probe of Inflation and Cosmic Origins (PICO) is a NASA-funded study of a Probe-class mission concept. The top-level science objectives are to probe the physics of the Big Bang by measuring or constraining the energy scale of inflation, probe fundamental physics by measuring the number of light particles in the Universe and the sum of neutrino masses, to measure the reionization history of the Universe, and to understand the mechanisms driving the cosmic star formation history, and the physics of the galactic magnetic field. PICO would have multiple frequency bands between 21 and 799 GHz, and would survey the entire sky, producing maps of the polarization of the cosmic microwave background radiation, of galactic dust, of synchrotron radiation, and of various populations of point sources. Several instrument configurations, optical systems, cooling architectures, and detector and readout technologies have been and continue to be considered in the development of the mission concept. We will present a snapshot of the baseline mission concept currently under development.
Bonato, Matteo↗
Small Satellite-sized Hypersonic Inflatable Aerodynamic Decelerators for Interplanetary Science Missions
To make the most of ridesharing opportunities, small satellite (SmallSat) mission designers endeavor to pack as much payload into a SmallSat-class form factor as possible. The mass and volume constraints of this smaller vehicle class present a challenge for interplanetary mission sets that require a means of achieving orbit insertion at their destination of interest. For a fully propulsive orbit insertion design, this may translate to the propellant mass being a significant fraction of the overall vehicle mass and prolonged insertion time. Aerocapture is a single quick maneuver that can significantly reduce the required propellant mass for orbit insertion. Because aerocapture uses a planet’s atmosphere to achieve the necessary change in velocity, a protective aeroshell is needed. The constraints imposed on secondary payloads render traditional rigid aeroshells mass and space prohibitive for the SmallSat class of vehicles; thus, warranting consideration of deployable designs that can be stowed compactly until needed for atmospheric entry. The Hypersonic Inflatable Aerodynamic Decelerator (HIAD) is a deployable aeroshell that leverages inflatable toroids to achieve the large drag area needed for aerodynamic deceleration. While the technology is currently being analyzed for Mars human-scale missions, it has the potential applicability for interplanetary SmallSat-scale missions as well. This paper highlights a study conducted during an internship at NASA Langley Research Center to investigate the feasibility of using a scaled-down HIAD design in SmallSat aerocapture missions. Several scaling methodologies are investigated including use of parametric models and direct computer-aided design (CAD) model scaling. Candidate HIAD configurations that conform to secondary payload adapter requirements are identified. The Program to Optimize Simulated Trajectories II (POST2) is utilized to conduct orbit insertion performance and trajectory sensitivity studies using the candidate configurations at Earth, Venus, and Mars. The results of the study indicate that multiple SmallSat-sized HIAD designs, targeting a range of SmallSat payload classes, are feasible for planetary aerocapture missions to Mars and Venus as well as Earth-based aerocapture missions.
Shelly C. Mann↗
Probabalistic Risk Analysis and Thermal Margin Process for an Inflatable Aeroshell
Uncertainties always exist in atmospheric entry aeroheating environments and the thermal response of thermal protection system (TPS) material. These uncertainties are mitigated in the design by ap-plying margin and factors of safety to the TPS. Entry vehicle TPS is often conservatively over-sized for the heat loads that are experienced along the entry trajectory by stacking worst-case scenarios together. Additionally, the current TPS design and margin process used by NASA offers very little insight into the risk of over-temperature during flight and the reliability of the heat shield performance [1,3]. A probabilistic margin process can be used to calculate the amount of TPS margin necessary to survive a given entry heat load at a specified level of risk [2,3,4]. The vehicle’s initial entry state (entry velocity, flight path angle, and entry mass) determines the expected atmospheric entry environmental conditions and resulting heat load that the entry vehicle will experience. If there is flexibility in the entry state, then this process can be used to select an appropriate combination of entry state parameters and TPS size to target a desired reentry reliability. This probabilistic margin process allows engineers to make informed aeroshell design, entry-trajectory design, and TPS performance risk trades while preventing excessive TPS margin from being applied. The probabilistic TPS margin process has been performed to determine TPS thickness and entry heating constraints given an acceptable risk level for the Low Earth Orbit Flight Experiment of an Inflatable Decelerator (LOFTID) flight project. The process is used in a manner to size the entry heat load for a given flexible TPS (FTPS) thickness so that it meets project reliability standards while allowing the FTPS and the underlying inflatable structure (IS) to be pushed to adequately high temperatures. Since the LOFTID project is an experimental flight demonstration, it is de-sired to drive the FTPS and IS to temperatures that cover a large range of their thermal response models’ applicability. This will allow the thermal response models to be better improved and validated post-flight using LOFTID’s extensive instrumentation embedded within the aeroshell. The presentation demonstrates how uncertainty analysis is carried out using an end-to-end Monte Carlo process where three separate Monte Carlo simulations are run in sequence. The first Monte Carlo simulation operates on the entry trajectory model to generate trajectory parameter dispersions that are fed into the second Monte Carlo simulation. The second Monte Carlo simulation operates on the aerothermodynamics model to generate aeroheating parameter dispersions that are fed into the third Monte Carlo simulation. The third Monte Carlo simulation operates on the FTPS material thermal response model to generate the final FTPS/IS thermal response dispersions. The end-to-end Monte Carlo simulation propagates the uncertainties of each model into the next to quantify the resulting uncertainty of the FTPS/IS thermal response. The fractional contributions of the uncertain parameters in the trajectory, aerothermal, and thermal response models to the variance in the FTPS/IS thermal response is determined as a byproduct of the Monte Carlo analysis. The structural uncertainty of the FTPS thermal response model is evaluated by flight relevant ground testing and model error analysis using test measurements. This probabilistic TPS margin process had never been applied to an entry vehicle and it is one of the LOFTID project’s goals to demonstrate its merits.
Steven A. Tobin↗
Flight Mechanics Analysis of Low-Earth Orbit Flight Test of an Inflatable Decelerator
The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) successfully demonstrated the capability of an inflatable aeroshell. Prior to launch, flight mechanics analysis was conducted to better understand the predicted splashdown point of the re-entry vehicle and ejectable data recorder. Best estimated trajectory separation states were utilized to understand the LOFTID trajectory over the entire 36 minute launch window. Weather forecasting model were integrated into the simulation to improve trajectory prediction accuracy. Automation tools were developed to facilitate the rapid generation of trajectory predictions during operations. The resulting improvements to the flight mechanics modeling and simulation allowed for pre-launch splashdown point to be within 3 nautical miles of the actual splashdown point.
Rohan G Deshmukh↗
The Design of the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Reentry Vehicle (RV)
This discussion will involve the design and architecture of the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Reentry Vehicle (RV). It will describe the structure and modular design of the RV, expounding on its various subsystems, including power and commanding, data handling and recovery, instrumentation, the inflation system, and the aeroshell. The unique launch vehicle architecture for the LOFTID mission, as a massive rideshare payload, required the development of supporting flight systems, including the Payload Adapter Separation System (PASS) and the Reentry Vehicle Payload Adapter Interface Ring (RVPAIR). To do no harm to the primary mission, the LOFTID team also designed and delivered a flightworthy Mass Simulator as risk reduction in the event the RV was not ready in time for the primary mission launch date. Various challenges and design trades will be discussed, along with a brief description of the RV performance in flight.
R J Bodkin↗
Tracking and Recovery of the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Reentry Vehicle (RV)
The LOFTID mission launched from Vandenberg on Nov 10, 2022, and successfully demonstrated the reentry of a 6m diameter inflatable aeroshell from low Earth orbit. This paper will cover the design features implemented to enable recovery of the flight vehicle, and will discuss the splashdown calculations, in-flight tracking, recovery from the ocean, and post-flight inspection of the flight vehicle. To support recovery of the RV and ejected data recorder after splashdown, a recovery ship was pre-positioned near the predicted splashdown ellipse in the Pacific Ocean. The splashdown ellipse was repeatedly updated as launch approached. In-flight tracking included transmission from the RV of GPS data through both the Iridium satellite network and the LoRa direct RF link, along with IR video cameras on the recovery ship and airborne imagery from the SCIFLI Team. Using both the GPS data and the IR imagery, the recovery ship tracked down the RV, and deployed an inflatable boat to approach the RV and attach it to the ship’s crane, after which the RV was hoisted on board and secured in its GSE recovery stand. The ship then tracked down the ejected data recorder, which was also broadcasting its GPS data, and pulled it from the water. Once the ship returned to port, the RV was hoisted ashore for additional inspection, removal of the data recorders, and repackaging for shipment back to NASA Langley.
Robert A. Dillman↗
Flight Mechanics Analysis of Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID)
The Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) successfully demonstrated the capability of an inflatable aeroshell. Prior to launch, flight mechanics analysis was conducted to better understand the predicted splashdown point of the re-entry vehicle and ejectable data recorder. Best estimated trajectory separation states were utilized to understand the LOFTID trajectory over the entire 36 minute launch window. Weather forecasting model were integrated into the simulation to improve trajectory prediction accuracy. Automation tools were developed to facilitate the rapid generation of trajectory predictions during operations. The resulting improvements to the flight mechanics modeling and simulation allowed for pre-launch splashdown point to be within 3 nautical miles of the actual splashdown point.
Rohan Deshmukh↗
The Design of the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Reentry Vehicle (RV)
This discussion will involve the design and architecture of the Low-Earth Orbit Flight Test of an Inflatable Decelerator (LOFTID) Reentry Vehicle (RV). It will describe the structure and modular design of the RV, expounding on its various subsystems, including power and commanding, data handling and recovery, instrumentation, the inflation system, and the aeroshell. The unique launch vehicle architecture for the LOFTID mission, as a massive rideshare payload, required the development of supporting flight systems, including the Payload Adapter Separation System (PASS) and the Reentry Vehicle Payload Adapter Interface Ring (RVPAIR). To do no harm to the primary mission, the LOFTID team also designed and delivered a flightworthy Mass Simulator as risk reduction in the event the RV was not ready in time for the primary mission launch date. Various challenges and design trades will be discussed, along with a brief description of the RV performance in flight.
R J Bodkin↗
Tracking and Recovery of the LOFTID RV (Low-Earth Orbit Flight Test of an Inflatable Decelerator Reentry Vehicle)
The LOFTID mission launched from Vandenberg on Nov 10, 2022, and successfully demonstrated the reentry of a 6m diameter inflatable aeroshell from low Earth orbit. This paper will cover the design features implemented to enable recovery of the flight vehicle, and will discuss the splashdown calculations, in-flight tracking, recovery from the ocean, and post-flight inspection of the flight vehicle. To support recovery of the RV and ejected data recorder after splashdown, a recovery ship was pre-positioned near the predicted splashdown ellipse in the Pacific Ocean. The splashdown ellipse was repeatedly updated as launch approached. In-flight tracking included transmission from the RV of GPS data through both the Iridium satellite network and the LoRa direct RF link, along with IR video cameras on the recovery ship and airborne imagery from the SCIFLI Team. Using both the GPS data and the IR imagery, the recovery ship tracked down the RV, and deployed an inflatable boat to approach the RV and attach it to the ship’s crane, after which the RV was hoisted on board and secured in its GSE recovery stand. The ship then tracked down the ejected data recorder, which was also broadcasting its GPS data, and pulled it from the water. Once the ship returned to port, the RV was hoisted ashore for additional inspection, removal of the data recorders, and repackaging for shipment back to NASA Langley.
Robert A Dillman↗
Deep Space Habitat Primary Structure - A Comparison between Metallic, Inflatable, and Composite Materials
This paper presents a comprehensive trade study comparing metallic, inflatable, and composite primary structure materials for a Mars Transit Habitat module. The study evaluates the impact of these materials on the overall mass, outfitting, and mission complexity of the habitat. The results show that the composite module outperforms the other options in terms of minimum mass, being 33% lighter than the metallic configurations and 41% lighter than the inflatable option. The study highlights the potential of composite habitats for future space missions and emphasizes the need for further development and testing to increase the Technology Readiness Level.
Matthew T. Ziglar↗
Hypersonic Inflatable Aerodynamic Decelerator Earth-based Applications
Hypersonic Inflatable Aerodynamic Decelerators technology has been developed by NASA to enable challenging entry, descent, and landing missions at various planetary destinations. In the last two decades, HIAD technology has been developed through a series of ground tests and flight tests, culminating in the 2022 Low-Earth Orbit Flight Test of an Inflatable Decelerator flight demonstration of a 6 m diameter vehicle from orbital velocities. Past studies have considered application of HIAD for human-scale missions, especially return from the Moon or human-class missions to Mars. However, recent commercial interest in the HIAD technology following LOFTID’s success shows HIAD applications are possible for cislunar return, Earth aerocapture, return from low Earth orbit, and even launch vehicle component recovery. This paper describes the flight performance range for these new, Earth-based applications.
Soumyo Dutta↗
Hypersonic Inflatable Aerodynamic Decelerator Earth-based Applications
Hypersonic Inflatable Aerodynamic Decelerators technology has been developed by NASA to enable challenging entry, descent, and landing missions at various planetary destinations. In the last two decades, HIAD technology has been developed through a series of ground tests and flight tests, culminating in the 2022 Low-Earth Orbit Flight Test of an Inflatable Decelerator flight demonstration of a 6 m diameter vehicle from orbital velocities. Past studies have considered application of HIAD for human-scale missions, especially return from the Moon or human-class missions to Mars. However, recent commercial interest in the HIAD technology following LOFTID’s success shows HIAD applications are possible for cislunar return, Earth aerocapture, return from low Earth orbit, and even launch vehicle component recovery. This paper describes the flight performance range for these new, Earth-based applications.
Soumyo Dutta↗
Inflatable Deployable Space Structures Technology Summary
There has been limited in inflatable deployable space structures since the 1950's due to their potential for low cost flight hardware, exceptionally high mechanical packaging efficiency, deployment reliability and low weight.
inflatable↗
Results and forecasts on cosmic inflation from weak lensing
Here, we highlight the role of weak lensing measurements from current and upcoming stage-IV imaging surveys in the search for cosmic inflation, specifically in measuring the scalar spectral index n s . To do so, we combine the Dark Energy Survey 3 years of observation weak lensing and clustering data with Bicep/Keck, Planck, and Sloan Digital Sky Survey data in rΛ CDM (cold dark matter) where r is the tensor-to-scalar ratio. While there is no significant improvement in constraining power, we obtain a 1σ shift on n s . Additionally, we forecast a weak lensing and clustering data vector from the 10-year Legacy Survey of Space and Time by the Vera C. Rubin Observatory and show its combination with current data would improve their n s constraints by 25% in rΛ CDM.
79 ASTRONOMY AND ASTROPHYSICS↗
Bare mass effects on the reheating process after inflation
We consider the effects of a bare mass term for the inflaton, when the inflationary potential takes the form V(Φ)=λΦ k about its minimum with k ≥ 4. We concentrate on k =4, but discuss general cases as well. Further, we assume $λΦ$$^{2}_{end}$ >> $m$$^{2}_{Φ}$, where Φ end is the inflaton field value when the inflationary expansion ends. We show that the presence of a mass term (which may be present due to radiative corrections or supersymmetry breaking) can significantly alter the reheating process, as the equation of state of the inflaton condensate changes from w Φ = $\frac{1}{3}$ to w Φ = 0 when λΦ 2 drops below $m$$^{2}_{Φ}$. We show that, for a mass mΦ ≳ 3λ $\frac{1}{4}$ T RH , the mass term will dominate at reheating. The value of λ is relatively model independent as it is normalized by the cosmic microwave background perturbation spectrum. For T models of inflation, this leads to m Φ ≳ T RH /250. We compute the effects on the reheating temperature for cases where reheating is due to inflaton decay (to fermions, scalars, or vectors) or to inflaton scattering (to scalars or vectors). For scattering to scalars and in the absence of a decay, there is always a residual inflaton background that acts as cold dark matter. In this case, we derive a strong upper limit to the inflaton bare mass which for T models is m Φ < 350 MeV(T RH /10 10 GeV) 3/5 . We also consider the effect of the bare mass term on the fragmentation of the inflaton condensate.
79 ASTRONOMY AND ASTROPHYSICS↗
BICEP/ Keck XVIII: Measurement of BICEP3 polarization angles and consequences for constraining cosmic birefringence and inflation
We use a custom-made calibrator to measure individual detectors’ polarization angles of BICEP3, a small aperture telescope observing the cosmic microwave background (CMB) at 95 GHz from the South Pole. We describe our calibration strategy and the statistical and systematic uncertainties associated with the measurement. We reach an unprecedented precision for such measurement on a CMB experiment, with a repeatability for each detector pair of 0.02°. Here, we show that the relative angles measured using this method are in excellent agreement with those extracted from CMB data. Because the absolute measurement is currently limited by a systematic uncertainty, we do not derive cosmic birefringence constraints from BICEP3 data in this work. Rather, we forecast the sensitivity of BICEP3 sky maps for such analysis. We investigate the relative contributions of instrument noise, lensing, and dust, as well as astrophysical and instrumental systematics. We also explore the constraining power of different angle estimators, depending on analysis choices. We establish that the BICEP3 2-year dataset (2017–2018) has an on-sky sensitivity to the cosmic birefringence angle of 𝜎 𝛼 = 0.078°, which could be improved to 𝜎 𝛼 = 0.055° by adding all of the existing BICEP3 data (through 2023). Furthermore, we emphasize the possibility of using the BICEP3 sky patch as a polarization calibration source for CMB experiments, which with the present data could reach a precision of 0.035°. Finally, in the context of inflation searches, we investigate the impact of detector-to-detector variations in polarization angles as they may bias the tensor-to-scalar ratio 𝑟. We show that while the effect is expected to remain subdominant to other sources of systematic uncertainty, it can be reliably calibrated using polarization angle measurements such as the ones we present in this paper.
Cosmic microwave background↗