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This viewgraph presentation describes efforts at Kennedy Space Center (KSC) to develop spacecraft sensors and instruments which meet the expected needs of potential clients on a budget. Sensors are profiled, and the topics covered include systems health monitoring, smart structures, software algorithms, and testing.
This NASA Grant, 5-4434, has covered the active participation of the Principal Investigator, Prof. Gordon Pettengill, and his Co-Investigator, Peter Ford, in the Mars Orbiting Laser Altimeter (MOLA) Experiment, over a period of five years. This participation has included attending team meetings, planning observing operations, developing data-reduction software algorithms, and processing data, as well as presenting a number of oral reports at scientific meetings and published papers in refereed journals. This research has concentrated on the various types of Martian clouds that were detected by the laser altimeter.
This viewgraph presentation provides information on hardware and software configurations for a network architecture for sensors. The hardware configuration uses a central station and remote stations. The software configuration uses the 'lost station' software algorithm. The presentation profiles a couple current examples of this network architecture in use.
As part of the Sustaining Engineering program for the International Space Station (ISS), a ground simulator of the Internal Thermal Control System (ITCS) in the Lab Module was designed and built at the Marshall Space Flight Center (MSFC). To support prediction and troubleshooting, this facility is operationally and functionally similar to the flight system and flight-like components were used when available. Flight software algorithms, implemented using the LabVIEW(Registered Trademark) programming language, were used for monitoring performance and controlling operation. Validation testing of the low temperature loop was completed prior to activation of the Lab module in 2001. Assembly of the moderate temperature loop was completed in 2002 and validated in 2003. The facility has been used to address flight issues with the ITCS, successfully demonstrating the ability to add silver biocide and to adjust the pH of the coolant. Upon validation of the entire facility, it will be capable not only of checking procedures, but also of evaluating payload timelining, operational modifications, physical modifications, and other aspects affecting the thermal control system.
The Orion Crew Exploration Vehicle (CEV) will be the first human spacecraft built by NASA in almost 3 decades and will be the first vehicle to perform both Low Earth Orbit (LEO) missions and lunar missions since Apollo. The awesome challenge of designing a Guidance, Navigation, and Control (GN&C) system for this vehicle that satisfies all of its various mission requirements is countered by the opportunity to take advantage of the improvements in algorithms, software, sensors, and other related GN&C technology over this period. This paper describes the CEV GN&C reference architecture developed to support the overall NASA reference configuration and validate the driving requirements of the Constellation (Cx) Architecture Requirements Document (CARD, Reference 1) and the CEV System Requirements Document (SRD, Reference 2). The Orion GN&C team designed the reference architecture based on the functional allocation of GN&C roles and responsibilities of CEV with respect to the other Cx vehicles, such as the Crew Launch Vehicle (CLV), Earth Departure Stage (EDS), and Lunar Surface Area Module (LSAM), across all flight phases. The specific challenges and responsibilities of the CEV GN&C system from launch pad to touchdown will be introduced along with an overview of the navigation sensor suite, its redundancy management, and flight software (FSW) architecture. Sensors will be discussed in terms of range of operation, data utility within the navigation system, and rationale for selection. The software architecture is illustrated via block diagrams, commensurate with the design aspects.
The Formation Flying Testbed (FFTB) at the National Aeronautics and Space Administration (NASA) Goddard Space Flight Center (GSFC) provides a hardware-in-the-loop test environment for formation navigation and control. The facility is evolving as a modular, hybrid, dynamic simulation facility for end-to-end guidance, navigation and. control (GN&C) design and analysis of formation flying spacecraft. The core capabilities of the FFTB, as a platform for testing critical hardware and software algorithms in-the-loop, have expanded to include S-band Radio Frequency (RF) modems for inter-spacecraft communication and ranging. To enable realistic simulations that require RF ranging sensors for relative navigation, a mechanism is needed to buffer the RF signals exchanged between spacecraft that accurately emulates the dynamic environment through which the RF signals travel, including the effects of medium, moving platforms, and radiated power. The Path Emulator for RF Signals (PERFS), currently under development at NASA GSFC, provides this capability. The function and performance of a prototype device are presented.
The Formation Flying Testbed (FFTB) at the National Aeronautics and Space Administration (NASA) Goddard Space Flight Center (GSFC) provides a hardware-in-the-loop test environment for formation navigation and control. The facility continues to evolve as a modular, hybrid, dynamic simulation facility for end-to-end guidance, navigation, and control (GN&C) design and analysis of formation flying spacecraft. The core capabilities of the FFTB, as a platform for testing critical hardware and software algorithms in-the-loop, are reviewed with a focus on recent improvements. With the most recent improvement, in support of Technology Readiness Level (TRL) 6 testing of the Inter-spacecraft Ranging and Alarm System (IRAS) for the Magnetospheric Multiscale (MMS) mission, the FFTB has significantly expanded its ability to perform realistic simulations that require Radio Frequency (RF) ranging sensors for relative navigation with the Path Emulator for RF Signals (PERFS). The PERFS, currently under development at NASA GSFC, modulates RF signals exchanged between spacecraft. The RF signals are modified to accurately reflect the dynamic environment through which they travel, including the effects of medium, moving platforms, and radiated power.
The Formation Flying Testbed (FFTB) at the National Aeronautics and Space Administration (NASA) Goddard Space Flight Center (GSFC) provides a hardware-in-the-loop test environment for formation navigation and control. The facility is evolving as a modular, hybrid, dynamic simulation facility for end-to-end guidance, navigation and control (GN&C) design and analysis of formation flying spacecraft. The core capabilities of the FFTB, as a platform for testing critical hardware and software algorithms in-the-loop, have expanded to include S-band Radio Frequency (RF) modems for interspacecraft communication and ranging. To enable realistic simulations that require RF ranging sensors for relative navigation, a mechanism is needed to buffer the RF signals exchanged between spacecraft that accurately emulates the dynamic environment through which the RF signals travel, including the effects of the medium, moving platforms, and radiated power. The Path Emulator for Radio Frequency Signals (PERFS), currently under development at NASA GSFC, provides this capability. The function and performance of a prototype device are presented.
We review progress in developing a small Hg ion clock for space operation based on breadboard ion-clock physics package where Hg ions are shuttled between a quadrupole and a 16-pole rf trap. With this architecture we have demonstrated short-term stability approx.1-2x10(exp -13) at 1 second, averaging to 10-15 at 1 day. This development shows that H-maser quality stabilities can be produced in a small clock package, comparable in size to an ultra-stable quartz oscillator required or holding 1-2x10(exp -13) at 1 second. We have completed an ion clock physics package designed to withstand vibration of launch and are currently building a approx. 1 kg engineering model for test. We also discuss frequency steering software algorithms that simultaneously measure ion signal size and lamp light output, useful for long term operation and self-optimization of microwave power and return engineering data.
A three-dimensional (3D) Venturi sensor is being developed as a compact, rugged means of measuring wind vectors having magnitudes of as much as 300 mph (134 m/s). This sensor also incorporates auxiliary sensors for measuring temperature from -40 to +120 F (-40 to +49 C), relative humidity from 0 to 100 percent, and atmospheric pressure from 846 to 1,084 millibar (85 to 108 kPa). Conventional cup-and-vane anemometers are highly susceptible to damage by both high wind forces and debris, due to their moving parts and large profiles. In addition, they exhibit slow recovery times contributing to an inaccurately high average-speed reading. Ultrasonic and hot-wire anemometers overcome some of the disadvantages of the cup and-vane anemometers, but they have other disadvantageous features, including limited dynamic range and susceptibility to errors caused by external acoustic noise and rain. In contrast, the novel 3D Venturi sensor is less vulnerable to wind damage because of its smaller profile and ruggedness. Since the sensor has no moving parts, it provides increased reliability and lower maintenance costs. It has faster response and recovery times to changing wind conditions than traditional systems. In addition, it offers wide dynamic range and is expected to be relatively insensitive to rain and acoustic energy. The Venturi effect in this sensor is achieved by the mirrored double-inflection curve, which is then rotated 360 to create the desired detection surfaces. The curve is optimized to provide a good balance of pressure difference between sensor ports and overall maximum fluid velocity while in the shape. Four posts are used to separate the two shapes, and their size and location were chosen to minimize effects on the pressure measurements. The 3D Venturi sensor has smart software algorithms to map the wind pressure exerted on the surfaces of the design. Using Bernoulli's equation, the speed of the wind is calculated from the differences among the pressure readings at the various ports. The direction of the wind is calculated from the spatial distribution and magnitude of the pressure readings. All of the pressure port sizes and locations have been optimized to minimize measurement errors and to reside in areas demonstrating a stable pressure reading proportional to the velocity range.
Heinz Erzberger never thought the sky was falling, but he knew it could benefit from enhanced traffic control. Throughout the 1990s, Erzberger led a team at Ames Research Center to develop a suite of automated tools to reduce restrictions and improve the efficiency of air traffic control operations. Called CTAS, or Center-TRACON (Terminal Radar Approach Control) Automation System, the software won NASA s Software of the Year award in 1998, and one of the tools in the suite - the traffic management advisor - was adopted by the Federal Aviation Administration and implemented at traffic control centers across the United States. Another one of the tools, Direct-To, has followed a different path. The idea behind Direct-To, explains Erzberger, a senior scientist at Ames, was that airlines could save fuel and money by shortening the routes they flew between take-off and landing. Aircraft are often limited to following established airways comprised of inefficient route segments. The routes are not easily adjusted because neither the pilot nor the aircraft controller can anticipate the constantly changing air traffic situation. To make the routes more direct while in flight, Erzberger came up with an idea for a software algorithm that could automatically examine air traffic in real-time, check to see if a shortcut was available, and then check for conflicts. If there were no conflicts and the shortcut saved more than 1 minute of flight time, the controller could be notified. "I was trying to figure out what goes on in the pilot and controller s minds when they decide to guide the aircraft in a certain way. That resulted in a different kind analysis," Erzberger says. As the engineer s idea went from theory to practice, in 2001, NASA demonstrated Direct-To in the airspace of Dallas-Ft. Worth. Estimations based on the demonstration found the technology was capable of saving 900 flying minutes per day for the aircraft in the test area.
The National Aeronautics and Space Administration (NASA) seeks to license its Advanced Tire and Strut Pressure Monitor (TSPM) technology. The TSPM is a handheld system to accurately measure tire and strut pressure and temperature over a wide temperature range (20 to 120 OF), as well as improve personnel safety. Sensor accuracy, electronics design, and a simple user interface allow operators quick, easy access to required measurements. The handheld electronics, powered by 12-VAC or by 9-VDC batteries, provide the user with an easy-to-read visual display of pressure/temperature or the streaming of pressure/temperature data via an RS-232 interface. When connected to a laptop computer, this new measurement system can provide users with automated data recording and trending, eliminating the chance for data hand-recording errors. In addition, calibration software allows for calibration data to be automatically utilized for the generation of new data conversion equations, simplifying the calibration processes that are so critical to reliable measurements. The design places a high-accuracy pressure sensor (also used as a temperature sensor) as close to the tire or strut measurement location as possible, allowing the user to make accurate measurements rapidly, minimizing the amount of high-pressure volumes, and allowing reasonable distance between the tire or strut and the operator. The pressure sensor attaches directly to the pressure supply/relief valve on the tire and/or strut, with necessary electronics contained in the handheld enclosure. A software algorithm ensures high accuracy of the device over the wide temperature range. Using the pressure sensor as a temperature sensor permits measurement of the actual temperature of the pressurized gas. This device can be adapted to create a portable calibration standard that does not require thermal conditioning. This allows accurate pressure measurements without disturbing the gas temperature. In-place calibration can save considerable time and money and is suitable in many process applications throughout industry.
Advanced Technology Life-cycle Analysis System (ATLAS) is a system-of-systems technology-portfolio-analysis software tool. ATLAS affords capabilities to (1) compare estimates of the mass and cost of an engineering system based on competing technological concepts; (2) estimate life-cycle costs of an outer-space-exploration architecture for a specified technology portfolio; (3) collect data on state-of-the-art and forecasted technology performance, and on operations and programs; and (4) calculate an index of the relative programmatic value of a technology portfolio. ATLAS facilitates analysis by providing a library of analytical spreadsheet models for a variety of systems. A single analyst can assemble a representation of a system of systems from the models and build a technology portfolio. Each system model estimates mass, and life-cycle costs are estimated by a common set of cost models. Other components of ATLAS include graphical-user-interface (GUI) software, algorithms for calculating the aforementioned index, a technology database, a report generator, and a form generator for creating the GUI for the system models. At the time of this reporting, ATLAS is a prototype, embodied in Microsoft Excel and several thousand lines of Visual Basic for Applications that run on both Windows and Macintosh computers.
(The primary source of electric propulsion development throughout NASA is managed by the In-Space Propulsion Technology Project at the NASA Glenn Research Center for the Science Mission Directorate. The objective of the Electric Propulsion project area is to develop near-term electric propulsion technology to enhance or enable science missions while minimizing risk and cost to the end user. Major hardware tasks include developing NASA s Evolutionary Xenon Thruster (NEXT), developing a long-life High Voltage Hall Accelerator (HIVHAC), developing an advanced feed system, and developing cross-platform components. The objective of the NEXT task is to advance next generation ion propulsion technology readiness. The baseline NEXT system consists of a high-performance, 7-kW ion thruster; a high-efficiency, 7-kW power processor unit (PPU); a highly flexible advanced xenon propellant management system (PMS); a lightweight engine gimbal; and key elements of a digital control interface unit (DCIU) including software algorithms. This design approach was selected to provide future NASA science missions with the greatest value in mission performance benefit at a low total development cost. The objective of the HIVHAC task is to advance the Hall thruster technology readiness for science mission applications. The task seeks to increase specific impulse, throttle-ability and lifetime to make Hall propulsion systems applicable to deep space science missions. The primary application focus for the resulting Hall propulsion system would be cost-capped missions, such as competitively selected, Discovery-class missions. The objective of the advanced xenon feed system task is to demonstrate novel manufacturing techniques that will significantly reduce mass, volume, and footprint size of xenon feed systems over conventional feed systems. This task has focused on the development of a flow control module, which consists of a three-channel flow system based on a piezo-electrically actuated valve concept, as well as a pressure control module, which will regulate pressure from the propellant tank. Cross-platform component standardization and simplification are being investigated through the Standard Architecture task to reduce first user costs for implementing electric propulsion systems. Progress on current hardware development, recent test activities and future plans are discussed.
The first process of the Geoscience Laser Altimeter System (GLAS) Science Algorithm Software converts the Level 0 data into the Level 1A Data Products. The Level 1A Data Products are the time ordered instrument data converted from counts to engineering units. This document defines the equations that convert the raw instrument data into engineering units. Required scale factors, bias values, and coefficients are defined in this document. Additionally, required quality assurance and browse products are defined in this document.
Atmospheric wind data are required by space launch vehicles in order to assess flight vehicle loads and performance on day-of-launch. Space launch ranges at NASA's Kennedy Space Center co-located with the United States Air Force's (USAF) Eastern Range (ER) at Cape Canaveral Air Force Station and USAF's Western Range (WR) at Vandenberg Air Force Base have extensive networks of in-situ and remote sensing instrumentation to measure atmospheric winds. Each instrument's technique to measure winds has advantages and disadvantages in regards to use within vehicle trajectory analyses. Balloons measure wind at all altitudes necessary for vehicle assessments, but two primary disadvantages exist when applying balloon output. First, balloons require approximately one hour to reach required altitudes. Second, balloons are steered by atmospheric winds down range of the launch site that could significantly differ from those winds along the vehicle ascent trajectory. These issues are mitigated by use of vertically pointing Doppler Radar Wind Profilers (DRWPs). However, multiple DRWP instruments are required to provide wind data over altitude ranges necessary for vehicle trajectory assessments. The various DRWP systems have different operating configurations resulting in different temporal and spatial sampling intervals. Therefore, software was developed to combine data from both DRWP-generated profiles into a single profile for use in vehicle trajectory analyses. This paper will present details of the splicing software algorithms and will provide sample output.
The New Horizons spacecraft will encounter Pluto and its satellites in July 2015. As was the case for the Voyager encounters with Jupiter, Saturn, Uranus and Neptune, mission success will depend heavily on accurate spacecraft navigation, and accurate navigation will be impossible without the use of pictures of the Pluto system taken by the onboard cameras. We describe the preparations made by the New Horizons optical navigators: picture planning, image processing algorithms, software development and testing, and results from in-flight imaging.
Future planetary explorations envisioned by the National Research Council's (NRC's) report titled Vision and Voyages for Planetary Science in the Decade 2013-2022, developed for NASA Science Mission Directorate (SMD) Planetary Science Division (PSD), seek to reach targets of broad scientific interest across the solar system. This goal requires new capabilities such as innovative interplanetary trajectories, precision landing, operation in close proximity to targets, precision pointing, multiple collaborating spacecraft, multiple target tours, and advanced robotic surface exploration. Advancements in Guidance, Navigation, and Control (GN&C) and Mission Design in the areas of software, algorithm development and sensors will be necessary to accomplish these future missions. This paper summarizes the key GN&C and mission design capabilities and technologies needed for future missions pursuing SMD PSD's scientific goals.