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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2000

Video Based Sensor for Tracking 3-Dimensional Targets

Video-Based Sensor for Tracking 3-Dimensional Targets The National Aeronautics and Space Administration's (NASAs) Marshall Space Flight Center (MSFC) has been developing and testing video-based sensors for automated spacecraft guidance for several years, and the next generation of video sensor will have tracking rates up to 100 Hz and will be able to track multiple reflectors and targets. The Video Guidance Sensor (VGS) developed over the past several years has performed well in testing and met the objective of being used as the terminal guidance sensor for an automated rendezvous and capture system. The first VGS was successfully tested in closed-loop 3-degree-of-freedom (3- DOF) tests in 1989 and then in 6-DOF open-loop tests in 1992 and closed-loop tests in 1993-4. Development and testing continued, and in 1995 approval was given to test the VGS in an experiment on the Space Shuttle. The VGS flew in 1997 and in 1998, performing well for both flights. During the development and testing before, during, and after the flight experiments, numerous areas for improvement were found. The VGS was developed with a sensor head and an electronics box, connected by cables. The VGS was used in conjunction with a target that had wavelength-filtered retro-reflectors in a specific pattern, The sensor head contained the laser diodes, video camera, and heaters and coolers. The electronics box contained a frame grabber, image processor, the electronics to control the components in the sensor head, the communications electronics, and the power supply. The system works by sequentially firing two different wavelengths of laser diodes at the target and processing the two images. Since the target only reflects one wavelength, it shows up well in one image and not at all in the other. Because the target's dimensions are known, the relative positions and attitudes of the target and the sensor can be computed from the spots reflected from the target. The system was designed to work from I meter out to I 10 meters. The VGS was mounted on the Space Shuttle while its target was mounted on the Spartan free-flyer carried on the same Shuttle flight. The VGS tracked the Spartan at ranges up to 170m, and the VGS range data very closely matched the range data from the Hand-Held Laser- Rangefinder used by the astronauts on board the Shuttle. While the VGS was designed primarily as a terminal guidance sensor for an automated spacecraft, it could be applied to other uses. It could be used as an alignment aid for an operator of a remote system (giving position and attitude feedback data, as well as a camera view of the target), as a feedback system for a robotic arm, or for automated vehicle guidance. The next generation VGS, with its higher tracking rates, smaller size, and lower power could be used in more places than the original VGS, and by using LED's instead of laser diodes, the system would be eye-safe at any range. Other possible uses include tracking 3-dimensional objects with retro-reflectors mounted at various locations or motion analysis by placing several retro-reflectors on the moving object and tracking them at high speeds. There are few sensors capable of performing tasks similar to those the VGS can perform, and the next generation VGS will be even more capable than the original. Some of this work is previously presented in the papers.

Howard, R. T.↗
NASA NTRS1977

Real-time manned simulation of advanced terminal area guidance concepts for short-haul operations

A real-time simulation was conducted of three-dimensional area navigation and four-dimensional area navigation equipped (STOL) aircraft operating in a high-density terminal area traffic environment. The objectives were to examine the effects of 3D RNAV and 4D RNAV equipped aircraft on the terminal area traffic efficiency, and to examine the performance of an air traffic control system concept and associated controller display proposed for use with advanced RNAV systems. Three types of STOL aircraft were simulated each with different performance capabilities. System performance was measured in both the 4D mode and in a 3D mode; the 3D mode, used as a baseline, was simply the 4D mode less any time specification. The results show that communications workload in the 4D mode was reduced by about 35 percent compared to the 3D, while 35 percent more traffic was handled with the 4D. Aircraft holding time in the 4D mode was only 30 percent of that required in the 3D mode. In addition, the orderliness of traffic was improved significantly in the 4D mode.

Tobias, L.↗
NASA NTRS2003

Fuzzy Logic Trajectory Design and Guidance for Terminal Area Energy Management

The second generation reusable launch vehicle will leverage many new technologies to make flight to low earth orbit safer and more cost effective. One important capability will be completely autonomous flight during reentry and landing, thus making it unnecessary to man the vehicle for cargo missions with stringent weight constraints. Implementation of sophisticated new guidance and control methods will enable the vehicle to return to earth under less than favorable conditions. The return to earth consists of three phases--Entry, Terminal Area Energy Management (TAEM), and Approach and Landing. The Space Shuttle is programmed to fly all three phases of flight automatically, and under normal circumstances the astronaut-pilot takes manual control only during the Approach and Landing phase. The automatic control algorithms used in the Shuttle for TAEM and Approach and Landing have been developed over the past 30 years. They are computationally efficient, and based on careful study of the spacecraft's flight dynamics, and heuristic reasoning. The gliding return trajectory is planned prior to the mission, and only minor adjustments are made during flight for perturbations in the vehicle energy state. With the advent of the X-33 and X-34 technology demonstration vehicles, several authors investigated implementing advanced control methods to provide autonomous real-time design of gliding return trajectories thus enhancing the ability of the vehicle to adjust to unusual energy states. The bulk of work published to date deals primarily with the approach and landing phase of flight where changes in heading angle are small, and range to the runway is monotonically decreasing. These benign flight conditions allow for model simplification and fairly straightforward optimization. This project focuses on the TAEM phase of flight where mathematically precise methods have produced limited results. Fuzzy Logic methods are used to make onboard autonomous gliding return trajectory design robust to a wider energy envelope, and the possibility of control surface failures, thus increasing the flexibility of unmanned gliding recovery and landing.

Burchett, Bradley↗
NASA NTRS1960

An Analysis of the Corridor and Guidance Requirements for Supercircular Entry into Planetary Atmospheres

An analysis is presented of supercircular entry into a planet's atmosphere giving particular attention to the corridor through which spacecraft must be guided in order to accomplish various maneuvers. A dimensionless parameter based on conditions at the conic perigee altitude is introduced for characterizing supercircular entries and conveniently pre-scribing corridor widths associated with elliptic, parabolic, or hyperbolic approach trajectories. The analysis applies to vehicles of arbitrary weight, shape, and size. Illustrative calculations are made for Venus, Earth, Mars, Jupiter, and Titan. For nonlifting vehicles having fixed aerodynamic coefficients, curves are presented of dimensionless parameters from which can be calculated the maximum deceleration, maximum rate of laminar convective heating, and total laminar heat absorbed during single-pass entry at velocities up to twice circular velocity. For lifting vehicles, curves are presented of the maximum deceleration and overshoot boundary of an entry corridor; equations are presented for estimating laminar aerodynamic heating from the maximum deceleration. It is shown that the corridor width is independent of vehicle weight, dimensions, and drag coefficient, provided these are the same at the overshoot boundary as at undershoot. The corridors of certain planets can be broadened markedly by the application of aerodynamic lift; for example, the 10-earth-g corridor width for single- pass, nonlifting, parabolic entry is increased from 0 miles for Jupiter, 7 for Earth, and 8 for Venus, to 52, 51, and 52 miles, respectively, by employing a lift-drag ratio of 1. The use of aerodynamic lift does not increase appreciably the corridors of Mars and Titan. All corridor widths decrease rapidly as the entry velocity is increased. Terminal guidance requirements on accuracy of velocity and flight path angle for successfully entering various corridors are compared with analogous requirements for putting a satellite into orbit, for hitting the moon from the earth, and for achieving ICBM accuracy. Consideration is given to the terminal guidance problem involved in using a planet's atmosphere-rather than rocket fuel-to effect orbital transfers from heliocentric to planetocentric motion, thereby converting a hyperbolic approach trajectory to an elliptic orbit about the target planet. This fuel saving maneuver appears technologically feasible for certain planetary voyages, and implies the possibility of achieving a large reduction in required Earth lift-off weight of chemical propulsion systems.

Chapman, Dean R.↗
NASA NTRS1981

Flight investigation of a four-dimensional terminal area guidance system for STOL aircraft

A series of flight tests and fast-time simulations were conducted, using the augmentor wing jet STOL research aircraft and the STOLAND 4D-RNAV system to add to the growing data base of 4D-RNAV system performance capabilities. To obtain statistically meaningful data a limited amount of flight data were supplemented by a statistically significant amount of data obtained from fast-time simulation. The results of these tests are reported. Included are comparisons of the 4D-RNAV estimated winds with actual winds encountered in flight, as well as data on along-track navigation and guidance errors, and time-of-arrival errors at the final approach waypoint. In addition, a slight improvement of the STOLAND 4D-RNAV system is proposed and demonstrated, using the fast-time simulation.

Neuman, F.↗
NASA NTRS2011

Optimal Terminal Descent Guidance Logic to Achieve a Soft Lunar Touchdown

Altair Lunar Lander is the linchpin in the Constellation Program for human return to the Moon. In the 2010design reference mission, Altair is to be delivered to low Earth orbit by the Ares V heavy lift launch vehicle, and after subsequent docking with Orion in LEO, the Altair/Orion stack is delivered through trans-lunar injection (TLI). The Altair/Orion stack separates from the Ares V Earth departure stage shortly after TLI and continues the flight to the Moon as a single stack. Fig. 1 depicts one version of the Altair lunar lander.

Landing↗
NASA NTRS1974

A Functional Description of a Digital Flight Test System for Navigation and Guidance Research in the Terminal Area

A guidance, navigation, and control system, the Simulated Shuttle Flight Test System (SS-FTS), when interfaced with existing aircraft systems, provides a research facility for studying concepts for landing the space shuttle orbiter and conventional jet aircraft. The SS-FTS, which includes a general-purpose computer, performs all computations for precisely following a prescribed approach trajectory while properly managing the vehicle energy to allow safe arrival at the runway and landing within prescribed dispersions. The system contains hardware and software provisions for navigation with several combinations of possible navigation aids that have been suggested for the shuttle. The SS-FTS can be reconfigured to study different guidance and navigation concepts by changing only the computer software, and adapted to receive different radio navigation information through minimum hardware changes. All control laws, logic, and mode interlocks reside solely in the computer software.

Hegarty, D. M.↗
NASA NTRS2000

The Video Guidance Sensor: Space, Earth, Ground, and Sea

Engineers at the Marshall Space Flight Center (MSFC) have been developing and testing video-based sensors for automated spacecraft guidance for several years. The next generation of Video Guidance Sensor (VGS) is being designed to be faster and more capable than ever. It will have applications to relative position measurement in any field of endeavor. The system works by sequentially firing two different wavelengths of laser diodes at the target (which has retroreflectors) and processing the two images. Since the target only reflects one wavelength, it shows up well in one image and not at all in the other. Because the target's dimensions are known, the relative positions and attitudes of the target and the sensor can be computed from the spots reflected from the target. The current sensor operates at 5 Hz at ranges from 1 to 110 meters with a 20 deg. field-of-view. The Video Guidance Sensor (VGS) developed over the past several years has performed well in testing and met the objective of being used as the terminal guidance sensor for an automated rendezvous and capture system. The first VGS was successfully tested in closed-loop 3-degree-of-freedom (3-DOF) tests in 1989 and then in 6-DOF open-loop tests in 1992 and closed-loop tests in 1993-4. Development and testing continued, and in 1995 approval was given to test the VGS in an experiment on the Space Shuttle. The VGS flew in 1997 and in 1998, performing well during both flight experiments. During the development and testing before, during, and after the flight experiments, numerous areas for improvement were found. The next generation of VGS is being designed to operate at up to 100 Hz tracking rates and at ranges from 0.5 to 200 meters. In addition to its use as a spacecraft guidance sensor, it could be used as an alignment aid for an operator of a remote system (giving position and attitude feedback data), as a feedback system for a robotic arm, or for automated vehicle guidance. The next generation VGS, with its higher tracking rates, smaller size, and lower power could be used in more places than the original VGS, and by using LED's instead of laser diodes, the system would be eye-safe at any range. More potential applications include aerial station keeping (keeping 2 or more autonomous aircraft within particular relative positions), under-water robotics, and the guidance of ground vehicles in predefined areas equipped with sets of targets.

Howard, Richard T.↗
NASA NTRS1972

Space shuttle GN and C equation document no. 22: Approach guidance

The approach guidance routine for taking the space shuttle orbiter vehicle from the end of the entry phase altitude of approximately 100,000 feet to the start of the terminal guidance phase is presented. The guidance routine consists of six modes: (1) acquisition, (2) energy dissipation, (3) turn in, (4) initial approach, (5) heading alignment, and (6) final approach. Diagrams of the flight path for the various modes are included. Equations of motion governing the performance of the vehicle during each mode are developed.

Tao, Y.↗
NASA NTRS2006

Navigation and EDL for the Mars Exploration Rovers

A viewgraph presentation on Deep Space Navigation, and Entry, Decent, and Landing (EDL) for Mars Exploration Rovers is shown. The contents include: 1) JPL Spacecraft Operating across the Solar System; 2) 2003 - 2004: The Busiest Period in JPL's History; 3) Deep Space Navigation Will Enable Many of the New NASA Missions; 4) What Exactly is Navigation vs. GNC for Deep Space?; 5) Cruise and Approach: Why is Deep Space Navigation So Difficult?; 6) Project Importance of GNC: Landing Site Selection; 7) Planetary Communications and Tracking; 8) Tracking Data Types; 9) Delta Differential One-Way Range (deltaDOR); 10) All Solutions Leading up to TCM-4 Design; 11) Entry Flight Path Sensitivities; 12) MER Navigation Results; 13) Atmospheric Entry Targeting and Delivery; 14) Landing Ellipse Orientation; 15) MER Landing Site Trade Example; 16) Entry, Descent and Landing: Entry Guidance or What Things Do We NOT do for MER Landings (but we will later...); 17) Entering Martian Space 8:29 p.m. PST (ERT); 18) Entry, Descent and Landing; 19) Entry, Descent and Landing: Terminal Guidance; 20) The Challenge Going from 12,000 mph to Zero in Less Than Six Minutes; 21) Spirit Landing Location; 22) Entry, Descent and Landing: The Future; 23) Powered Descent Time-Line; and 24) Updated Sky Crane Maneuver Description. A short summary is also given on planetary guidance, navigation and control as it pertains to EDL systems

Mars Exploration Rover (MER)↗