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NASA NTRS2024

Historical Retrospective on Orion GNC Design

On November 16, 2022, Artemis I successfully launched and began a nearly 26-day journey returning a human-rated spacecraft to the Moon for the first time in fifty years. The mission was a huge success and once again the world's attention was focused on the Moon. This paper will take a step back in time over the seventeen-plus years of design and development of the Orion Guidance Navigation and Control (GNC) system that carried the spacecraft 1.4 million miles around the Moon and landed safely back on earth off the coast of San Diego California. Key design decisions (good and not so good) and "first-ever" capabilities will be chronicled. This paper will explore such things as the most advanced on-board targeting system ever flown on a spacecraft, never-been-done-before autonomous planetary Optical Navigation, and the first-ever truly skip entry guided to the desired target within a few miles.

Guidance Navigation and Control↗
NASA NTRS2012

Autonomous Navigation Performance During The Hartley 2 Comet Flyby

On November 4, 2010, the EPOXI spacecraft performed a 700-km flyby of the comet Hartley 2 as follow-on to the successful 2005 Deep Impact prime mission. EPOXI, an extended mission for the Deep Impact Flyby spacecraft, returned a wealth of visual and infrared data from Hartley 2, marking the fifth time that high-resolution images of a cometary nucleus have been captured by a spacecraft. The highest resolution science return, captured at closest approach to the comet nucleus, was enabled by use of an onboard autonomous navigation system called AutoNav. AutoNav estimates the comet-relative spacecraft trajectory using optical measurements from the Medium Resolution Imager (MRI) and provides this relative position information to the Attitude Determination and Control System (ADCS) for maintaining instrument pointing on the comet. For the EPOXI mission, AutoNav was tasked to enable continuous tracking of a smaller, more active Hartley 2, as compared to Tempel 1, through the full encounter while traveling at a higher velocity. To meet the mission goal of capturing the comet in all MRI science images, position knowledge accuracies of +/- 3.5 km (3-?) cross track and +/- 0.3 seconds (3-?) time of flight were required. A flight-code-in-the-loop Monte Carlo simulation assessed AutoNav's statistical performance under the Hartley 2 flyby dynamics and determined optimal configuration. The AutoNav performance at Hartley 2 was successful, capturing the comet in all of the MRI images. The maximum residual between observed and predicted comet locations was 20 MRI pixels, primarily influenced by the center of brightness offset from the center of mass in the observations and attitude knowledge errors. This paper discusses the Monte Carlo-based analysis that led to the final AutoNav configuration and a comparison of the predicted performance with the flyby performance.

flyby↗
NASA NTRS2012

Autonomous Navigation for Deep Space Missions

Navigation (determining where the spacecraft is at any given time, controlling its path to achieve desired targets), performed using ground-in- the-loop techniques: (1) Data includes 2-way radiometric (Doppler, range), interferometric (Delta- Differential One-way Range), and optical (images of natural bodies taken by onboard camera) (2) Data received on the ground, processed to determine orbit, commands sent to execute maneuvers to control orbit. A self-contained, onboard, autonomous navigation system can: (1) Eliminate delays due to round-trip light time (2) Eliminate the human factors in ground-based processing (3) Reduce turnaround time from navigation update to minutes, down to seconds (4) React to late-breaking data. At JPL, we have developed the framework and computational elements of an autonomous navigation system, called AutoNav. It was originally developed as one of the technologies for the Deep Space 1 mission, launched in 1998; subsequently used on three other spacecraft, for four different missions. The primary use has been on comet missions to track comets during flybys, and impact one comet.

navigation↗
NASA NTRSDate not supplied

Integrating Planning, Diagnosis and Execution for Vehicle Systems Management

We describe a prototype Vehicle System Manager (VSM) for NASA’s Gateway, a human-capable spacecraft that will also be capable of autonomous operations. The VSM consists of an execution system, planner, and fault management system, integrated via an over-arching mission management compo- nent. We describe the VSM architecture and each of its com- ponents. We describe a series of use cases, centered on a spacecraft propulsive operation that can fail at different times, for different reasons, and how the VSM detects and responds to these failures. We show the VSM is capable of detecting faults and loss of capability, and subsequently replanning, in the presence of each failure scenario.

Planning↗
NASA NTRS2004

Autonomous and Autonomic Systems: A Paradigm for Future Space Exploration Missions

NASA increasingly will rely on autonomous systems concepts, not only in the mission control centers on the ground, but also on spacecraft and on rovers and other assets on extraterrestrial bodies. Automomy enables not only reduced operations costs, But also adaptable goal-driven functionality of mission systems. Space missions lacking autonomy will be unable to achieve the full range of advanced mission objectives, given that human control under dynamic environmental conditions will not be feasible due, in part, to the unavoidably high signal propagation latency and constrained data rates of mission communications links. While autonomy cost-effectively supports accomplishment of mission goals, autonomicity supports survivability of remote mission assets, especially when human tending is not feasible. Autonomic system properties (which ensure self-configuring, self-optimizing self-healing, and self-protecting behavior) conceptually may enable space missions of a higher order into any previously flown. Analysis of two NASA agent-based systems previously prototyped, and of a proposed future mission involving numerous cooperating spacecraft, illustrates how autonomous and autonomic system concepts may be brought to bear on future space missions.

Truszkowski, Walter F.↗
NASA NTRS2020

Optical Navigation for Autonomous Approach of Small Unknown Bodies

State of the practice in navigation around small celestial bodies heavily relies on ground sup- port and human skill, in particular, for perception-based operations such as optical navigation and mapping. This leads to longer duration and more complex mission operations and sub- sequently higher cost. Furthermore, it imposes limitations for certain missions such as fast fly-bys or multi-agent operations. In this work, we present an autonomous navigation strat- egy suitable for approaching small unexplored bodies. During the approach, we estimate the body’s physical properties as well as the spacecraft’s relative trajectory and associated un- certainties. The autonomous navigation strategy, which is solely based on optical measure- ments, begins as soon as the body becomes resolved in the navigation camera and terminates at the start of proximity operations, when the spacecraft makes its first trajectory correction to stay in the vicinity of the body. Our strategy uses multiple image-processing algorithms: light-curve analysis for estimating the target body’s rotation rate, Shape-from-Silhouette for reconstructing the 3D shape and estimating its rotation pole, and feature tracking tailored to Small-Body images for estimating relative navigation parameters. We used the Mission Analysis, Operations, and Navigation Toolkit Environment (MONTE) developed by the Jet Propulsion Laboratory to evaluate the feasibility of this multi-phase navigation strategy using simulated images of an approach trajectory. We used the Rosetta mission data to generate photorealistic images to characterise the performance of this approach. This work is based on the assumptions that the spacecraft attitude is known, the body is a principal-axis rotator, a-priori estimates of ephemerides and scale are available, and the body is observed from a zero sun phase only during initial approach. Preliminary results show orbit determination performance that is on par with the human navigation from the Rosetta mission; albeit with a 1% bias in spacecraft-target radial distance estimate. The bias error is likely due to the robustness and accuracy of the visual tracking under dynamic lighting conditions and per- spective changes, which decrease accuracy.

Villa, Jacopo↗
NASA NTRS2021

FRESCO: A Framework for Spacecraft Systems Autonomy

Achieving the science exploration and defense goals of the following decades will require flight systems capable of operations with limited operator contact, system mode changes and retasking based on sensor data, and complex robotic operations. To support these capabilities, increasingly autonomous flight systems are required that can perform dedicated mission functions, e.g. payload targeting and communications, and system-level functions, e.g. planning and goal monitoring. Architecting an autonomous system requires a well-reasoned, self-consistent framework to avoid \textit{ad hoc} design choices that will introduce complexity and risk. The Framework for Robust Execution and Scheduling of Commands On-Board, FRESCO, is the result of lessons learned in developing a software architecture to enable autonomous solar system exploration. FRESCO generalizes this work to offer a modular, software-agnostic approach to developing verifiable architecture for autonomous space systems. FRESCO specifies guiding principles, functions, interfaces, and interactions from which mission-specific autonomous control architectures can be derived. FRESCO is a principled framework relying on explicit, state-based goal definitions, centralized management of state knowledge, clearly separated control boundaries, and hierarchical reasoning. Using components from FRESCO reference architecture, an autonomous decision-making architecture can be designed for spacecraft which can then be mapped to flight software architecture. FRESCO is flexibly defined to enable autonomous control of flight systems built using extensive software and hardware heritage. Finally, FRESCO-derived architectures support a spectrum of operator/spacecraft interactions, ranging from traditional commanding to goal-driven commanding with the ability to change mission goals autonomously. FRESCO has been used in defining the autonomy architectures for the ASTERIA mission and have been demonstrated in laboratory and software simulation for small body rendezvous and in-space servicing missions.

Kolcio, Ksenia↗
NASA NTRS1983

Autonomous failure detection and correction on Landsat-4

An integrated hardware/software fault tolerant system for an earth oriented, computer controlled spacecraft is described. The design philosophy as well as the rationale behind the chosen fault tolerant system is outlined. In-flight performance of the system is included for several different instances where the Failure Detection and Correction system acted autonomously to protect the spacecraft. This system exceeded the expectations of the designers by demonstrating the capability to provide a measure of safety to the spacecraft for inadvertent and undesirable ground commands as well as satisfying its primary function of monitoring the flight hardware and software for failures.

Welch, R. V.↗
NASA NTRS2010

Guidance and Navigation for Rendezvous and Proximity Operations with a Non-Cooperative Spacecraft at Geosynchronous Orbit

The feasibility and benefits of various spacecraft servicing concepts are currently being assessed, and all require that the servicer spacecraft perform rendezvous, proximity, and capture operations with the target spacecraft to be serviced. Many high-value spacecraft, which would be logical targets for servicing from an economic point of view, are located in geosynchronous orbit, a regime in which autonomous rendezvous and capture operations are not commonplace. Furthermore, existing GEO spacecraft were not designed to be serviced. Most do not have cooperative relative navigation sensors or docking features, and some servicing applications, such as de-orbiting of a non-functional spacecraft, entail rendezvous and capture with a spacecraft that may be non-functional or un-controlled. Several of these challenges have been explored via the design of a notional mission in which a nonfunctional satellite in geosynchronous orbit is captured by a servicer spacecraft and boosted into super-synchronous orbit for safe disposal. A strategy for autonomous rendezvous, proximity operations, and capture is developed, and the Orbit Determination Toolbox (ODTBX) is used to perform a relative navigation simulation to assess the feasibility of performing the rendezvous using a combination of angles-only and range measurements. Additionally, a method for designing efficient orbital rendezvous sequences for multiple target spacecraft is utilized to examine the capabilities of a servicer spacecraft to service multiple targets during the course of a single mission.

Barbee, Brent William↗
NASA NTRS2002

Architecture Studies Done for High-Rate Duplex Direct Data Distribution (D4) Services

A study was sponsored to investigate a set of end-to-end system concepts for implementing a high-rate duplex direct data distribution (D4) space-to-ground communications link. The NASA Glenn Research Center is investigating these systems (both commercial and Government) as a possible method of providing a D4 communications service between NASA spacecraft in low Earth orbit and the respective principal investigators using or monitoring instruments aboard these spacecraft. Candidate commercial services were assessed regarding their near-term potential to provide a D4 type of service. The candidates included K-band and V-band geostationary orbit and nongeostationary orbit satellite relay services and direct downlink (D3) services. Internet protocol (IP) networking technologies were evaluated to enable the user-directed distribution and delivery of science data. Four realistic, near-future concepts were analyzed: 1) A duplex direct link (uplink plus downlink communication paths) between a low-Earth-orbit spacecraft and a principal-investigator-based autonomous Earth station; 2) A space-based relay using a future K-band nongeosynchronous-orbit system to handle both the uplink and downlink communication paths; 3) A hybrid link using both direct and relay services to achieve full duplex capability; 4) A dual-mode concept consisting of both a duplex direct link and a space relay duplex link operating independently. The concepts were analyzed in terms of contact time between the NASA spacecraft and the communications service and the achievable data throughput. Throughput estimates for the D4 systems were based on the infusion of advanced communications technology products (single and multibeam K-band phased-arrays and digital modems) being developed by Glenn. Cost estimates were also performed using extrapolated information from both terrestrial and current satellite communications providers. The throughput and cost estimates were used to compare the concepts.

Source record↗
NASA NTRS2015

Fast Light Optical Gyroscopes

Next-generation space missions are currently constrained by existing spacecraft navigation systems which are not fully autonomous. These systems suffer from accumulated dead-reckoning errors and must therefore rely on periodic corrections provided by supplementary technologies that depend on line-of-sight signals from Earth, satellites, or other celestial bodies for absolute attitude and position determination, which can be spoofed, incorrectly identified, occluded, obscured, attenuated, or insufficiently available. These dead-reckoning errors originate in the ring laser gyros themselves, which constitute inertial measurement units. Increasing the time for standalone spacecraft navigation therefore requires fundamental improvements in gyroscope technologies. One promising solution to enhance gyro sensitivity is to place an anomalous dispersion or fast light material inside the gyro cavity. The fast light essentially provides a positive feedback to the gyro response, resulting in a larger measured beat frequency for a given rotation rate as shown in figure 1. Game Changing Development has been investing in this idea through the Fast Light Optical Gyros (FLOG) project, a collaborative effort which began in FY 2013 between NASA Marshall Space Flight Center (MSFC), the U.S. Army Aviation and Missile Research, Development, and Engineering Center (AMRDEC), and Northwestern University. MSFC and AMRDEC are working on the development of a passive FLOG (PFLOG), while Northwestern is developing an active FLOG (AFLOG). The project has demonstrated new benchmarks in the state of the art for scale factor sensitivity enhancement. Recent results show cavity scale factor enhancements of approx.100 for passive cavities.

Smith, David D.↗
NASA NTRS2018

Prospects for the Development of Fast-Light Inertial Sensors

Next-generation space missions are constrained by existing spacecraft navigation systems which are not fully autonomous. These systems suffer from accumulated dead-reckoning errors and must therefore rely on periodic updates provided by supplementary technologies that depend on line-of-sight signals from Earth, satellites, or other celestial bodies (e.g., GPS, star-trackers) for absolute attitude and position determination, which can be spoofed, incorrectly identified, occluded, obscured, attenuated, or insufficiently available. These dead-reckoning errors originate in the accelerometers and ring laser gyros (RLGs) themselves, which constitute inertial measurement units (IMUs). Increasing the time for standalone spacecraft navigation therefore requires fundamental improvements in the precision of inertial sensors. The conventional method of increasing the precision of an optical gyro is to increase its size, but this is problematic in spaceflight where size and weight are at a premium. One promising solution to enhance gyro precision without increasing size is to place an anomalous dispersion or fast-light (FL) material inside the gyro cavity. The FL essentially provides a positive feedback to the gyro response, resulting in a larger measured beat frequency for a given rotation rate as shown in figure 1.

Smith, D. D.↗
NASA NTRS1991

Autonomous reconfigurable GPS/INS navigation and pointing system for rendezvous and docking

The briefing describes work using the Global Positioning System to determine position of spacecraft and the development of computer tools to utilize these position determinations to enable autonomous rendezvous. Using GPS data in conjunction with Inertial Navigation Systems (INS) provides the capability for absolute spacecraft navigation, navigation of one spacecraft relative to another, and attitude determination. Some results presented are based on limited observations, though simulation results are documented. A GPS/INS navigation flight experiment could provide a platform for evaluating approaches for autonomous operation and reconfigurability of the navigation and attitude determination subsystem for future space vehicles. Current emphasis is on the development and demonstration of an Onboard Mission Manager (OMM) and a Multi-Mode Navigation Kalman filter. Sensor data will be handed over to the OMM, which will determine the appropriate response and generate commands for the Kalman filter to use to reconfigure itself. Global Positioning System measurements and INS data will be processed in the integrated navigation filter and used to compute errors in position, velocity, and attitude. Inertial Navigation Systems instrument errors (biases, scale factors, etc.) also can be estimated. The OMM then will use a knowledge base to determine appropriate system response. The GPS is good for missions that have attitude pointing accuracy requirements within the 100 to 200 arcsecond range.

Upadhyay, Triveni M.↗
NASA NTRS1990

Autonomous-Control Concept For Instrument Pointing System

Integrated payload articulation and identification system (IPAIDS) is conceptual system to control aiming of instruments aboard spacecraft of proposed Earth Observation System (EOS). Principal features of concept include advanced control strategies intended to assure robustness of performance over wide range of uncertainties in characteristics of spacecraft and instrument system. Intended originally for application to spacecraft system, has potential utility on Earth for automatic control of autonomous (robotic) vehicles or of remote sensing systems.

Mettler, Edward↗
NASA NTRS2001

Preliminary Results of NASA's First Autonomous Formation Flying Experiment: Earth Observing-1 (EO-1)

NASA's first autonomous formation flying mission is completing a primary goal of demonstrating an advanced technology called enhanced formation flying. To enable this technology, the Guidance, Navigation, and Control center at the Goddard Space Flight Center has implemented an autonomous universal three-axis formation flying algorithm in executive flight code onboard the New Millennium Program's (NMP) Earth Observing-1 (EO-1) spacecraft. This paper describes the mathematical background of the autonomous formation flying algorithm and the onboard design and presents the preliminary validation results of this unique system. Results from functionality assessment and autonomous maneuver control are presented as comparisons between the onboard EO-1 operational autonomous control system called AutoCon(tm), its ground-based predecessor, and a stand-alone algorithm.

Folta, David↗
NASA NTRS2003

Simulated Fuel Usage for Drag Compensated Spacecraft in Low Earth Orbit

Atmospheric drag causes the greatest uncertainty in the spacecraft flight dynamics equation for spacecraft in Low Earth Orbit (LEO). The continuously varying atmospheric density levels require increased spacecraft tracking to accurately predict spacecraft location. In addition, periodic propulsive maneuvers must be designed and performed to counteract the effects of drag on the spacecraft orbit. If atmospheric drag effects can be continuously and autonomously counteracted through the use of a drag-free control system, they will essentially be eliminated from the spacecraft flight dynamics equation. The main perturbations on the spacecraft will then be those due to the Earth s gravitational field, which are easily predicted. Although theoretically beneficial from a flight dynamics perspective, the costs associated with drag-free control must be determined and weighed against those benefits before the feasibility of drag-free control of spacecraft in LEO can be determined. Through the use of a MATLAEV Satellite Tool Kit simulation, this paper attempts to quantify one such cost associated with drag-free control: the amount of fuel needed for continuous drag compensation as measured by cumulative orbital velocity changes, or AV. This AV cost can then be compared to the fuel required for more traditional, periodic orbit raising maneuvers of every two to four weeks. The simulation considers various sized spacecraft, as measured by the spacecraft ballistic coefficient, in circular orbits of various altitudes and inclinations. The time between orbit raising maneuvers is allowed to decrease until it approaches near continuous. In this manner, the trend in AV cost can be seen as drag compensation moves from periodic to near continuous.

Fleck, Melissa E.↗
NASA NTRS1998

Model Based Autonomy for Robust Mars Operations

Space missions have historically relied upon a large ground staff, numbering in the hundreds for complex missions, to maintain routine operations. When an anomaly occurs, this small army of engineers attempts to identify and work around the problem. A piloted Mars mission, with its multiyear duration, cost pressures, half-hour communication delays and two-week blackouts cannot be closely controlled by a battalion of engineers on Earth. Flight crew involvement in routine system operations must also be minimized to maximize science return. It also may be unrealistic to require the crew have the expertise in each mission subsystem needed to diagnose a system failure and effect a timely repair, as engineers did for Apollo 13. Enter model-based autonomy, which allows complex systems to autonomously maintain operation despite failures or anomalous conditions, contributing to safe, robust, and minimally supervised operation of spacecraft, life support, In Situ Resource Utilization (ISRU) and power systems. Autonomous reasoning is central to the approach. A reasoning algorithm uses a logical or mathematical model of a system to infer how to operate the system, diagnose failures and generate appropriate behavior to repair or reconfigure the system in response. The 'plug and play' nature of the models enables low cost development of autonomy for multiple platforms. Declarative, reusable models capture relevant aspects of the behavior of simple devices (e.g. valves or thrusters). Reasoning algorithms combine device models to create a model of the system-wide interactions and behavior of a complex, unique artifact such as a spacecraft. Rather than requiring engineers to all possible interactions and failures at design time or perform analysis during the mission, the reasoning engine generates the appropriate response to the current situation, taking into account its system-wide knowledge, the current state, and even sensor failures or unexpected behavior.

Kurien, James A.↗