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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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At least 145 records · Page 8

New approaches for tracking earth orbiters using modified GPS ground receivers

A Global Positioning System (GPS) flight receiver provides a means to precisely determine orbits for satellites in low to moderate altitude orbits. Above a 5000-km altitude, however, relatively few GPS satellites are visible. New approaches to orbit determination for satellites at higher altitudes could reduce DSN antenna time needed to provide navigation and orbit determination support to future missions. Modification of GPS ground receivers enables a beacon from the orbiter to be tracked simultaneously with GPS data. The orbit accuracy expected from this GPS-like tracking (GLT) technique is expected to be in the range of a few meters or better for altitudes up to 100,000 km with a global ground network. For geosynchronous satellites, however, there are unique challenges due to geometrical limitations and to the lack of strong dynamical signature in tracking data. We examine two approaches for tracking the Tracking and Data Relay Satellite System (TDRSS) geostationary orbiters. One uses GLT with a global network; the other relies on a small 'connected element' ground network with a distributed clock for short-baseline differential carrier phase (SB Delta Phi). We describe an experiment planned for late 1993, which will combine aspects of both GLT and SB Delta Phi, to demonstrate a new approach for tracking the Tracking and Data Relay Satellites (TDRSs) that offers a number of operationally convenient and attractive features. The TDRS demonstration will be in effect a proof-of-concept experiment for a new approach to tracking spacecraft which could be applied more generally to deep-space as well as near-Earth regimes.

Lichten, S. M.↗

Mitigation of the Impact of Sensing Noise on the Precise Formation Flying Control Problem

The specific objectives of this proposed research were: 1. Further investigation into the impact of CDGPS sensing errors for high Earth orbit missions. 2. Identify augmentation approaches of the CDGPS that will improve the relative state for low and high Earth orbit missions. 3. Integration of the navigation and control concepts into the GSFC Formation Flying Testbed. In addition this was a cooperative effort with Dr. Jonathan How at MIT. Dr. Alfriend was to spend two weeks working with Dr. How and his students. The travel for these two weeks was paid by the Texas Engineering Experiment Station (TEES) as cost sharing.

Alfriend, K. T.↗

SAR - An instrument for planetary geodesy and navigation

Analysis to define an optimal data plan and to define achievable accuracy levels in determination of the physical parameters, global topography of the planet, and refined orbital element estimates of a spacecraft borne synthetic aperture radar (SAR) placed in a near polar circular orbit of 300 km altitude around the planet Venus is presented. It is shown that radar surface images can be used to improve knowledge of physical parameters of Venus, and the improvement in orbit accuracy can reduce navigational uncertainties derivable from conventional Doppler ratio tracking data, yielding a more precise history of the orbits for sensing the low order gravity field of the planet. Data plan strategies in terms of selection of ground points and their spatial distribution are related to achievable accuracy of the solution parameters, and the influence of spacecraft orbit errors on the solution accuracy was discussed.

Mohan, S. N.↗

Modernizing and Expanding the NASA Space Geodesy Network to Meet Future Geodetic Requirements

NASA maintains and operates a global network of Very Long Baseline Interferometry (VLBI), Satellite Laser Ranging (SLR), and Global Navigation Satellite System ground stations as part of the NASA Space Geodesy Program. The NASA Space Geodesy Network (NSGN) provides the geodetic products that support Earth observations and the related science requirements as outlined by the US National Research Council (NRC in Precise geodetic infrastructure: national requirements for a shared resource, National Academies Press, Washington, 2010. http://nap.edu/12954, Thriving on our changing planet: a decadal strategy for Earth observation from space, National Academies Press, Washington, 2018. http://nap.edu/24938). The Global Geodetic Observing System (GGOS) and the NRC have set an ambitious goal of improving the Terrestrial Reference Frame to have an accuracy of 1 mm and stability of 0.1 mm per year, an order of magnitude beyond current capabilities. NASA and its partners within GGOS are addressing this challenge by planning and implementing modern geodetic stations colocated at existing and new sites around the world. In 2013, NASA demonstrated the performance of its next-generation systems at the prototype next-generation core site at NASA’s Goddard Geophysical and Astronomical Observatory in Greenbelt, Maryland. Implementation of a new broadband VLBI station in Hawaii was completed in 2016. NASA is currently implementing new VLBI and SLR stations in Texas and is planning the replacement of its other aging domestic and international legacy stations. In this article, we describe critical gaps in the current global network and discuss how the new NSGN will expand the global geodetic coverage and ultimately improve the geodetic products. We also describe the characteristics of a modern NSGN site and the capabilities of the next-generation NASA SLR and VLBI systems. Finally, we outline the plans for efficiently operating the NSGN by centralizing and automating the operations of the new geodetic stations.

Merkowitz, S. M.↗

Spacecraft Alignment Determination and Control for Dual Spacecraft Precision Formation Flying

Many proposed formation flying missions seek to advance the state of the art in spacecraft science imaging by utilizing dual-spacecraft precision formation flying (PFF) to enable a 'virtual' telescope (VT). Using precision dual-spacecraft alignment, very long focal lengths can be achieved by locating the optics on one spacecraft and the detector on the other. Proposed science missions include astrophysics concepts for X-ray imaging and exo-planet observation with large spacecraft separations (1000 km to 80,000 km), and heliophysics concepts for X-ray or extreme ultra-violet (EUV) imaging or solar coronagraphs with smaller separations (50m - 500m). These proposed missions require advances in guidance, navigation, and control (GN&C) for PFF to enable high resolution science imaging. For many applications, the dual-spacecraft dynamics are coupled through the GN&C system when the relative ranging and position alignment sensor components are not co-located with their respective spacecraft mass centers. We develop a model-based PFF system design approach for the VT application, considering the coupling inherent in precision dual-spacecraft inertial alignment. These systems employ a variety of GN&C sensors and actuators, including laser-based alignment and ranging systems, camera-based imaging sensors, inertial measurement units (IMU), as well as microthruster systems and image motion compensation platforms. Results of a GN&C performance assessment reveal how data from relative position sensors can be employed in a Kalman filter framework to significantly improve alignment estimation performance. The assessment provides a comparison of two different GN&C formation flying architectures, illustrating the performance trades inherent in the choice of PFF system architecture in the VT application.

Formation Flying↗

Cloud Absorption Radiometer Autonomous Navigation System - CANS

CAR (cloud absorption radiometer) acquires spatial reference data from host aircraft navigation systems. This poses various problems during CAR data reduction, including navigation data format, accuracy of position data, accuracy of airframe inertial data, and navigation data rate. Incorporating its own navigation system, which included GPS (Global Positioning System), roll axis inertia and rates, and three axis acceleration, CANS expedites data reduction and increases the accuracy of the CAR end data product. CANS provides a self-contained navigation system for the CAR, using inertial reference and GPS positional information. The intent of the software application was to correct the sensor with respect to aircraft roll in real time based upon inputs from a precision navigation sensor. In addition, the navigation information (including GPS position), attitude data, and sensor position details are all streamed to a remote system for recording and later analysis. CANS comprises a commercially available inertial navigation system with integral GPS capability (Attitude Heading Reference System AHRS) integrated into the CAR support structure and data system. The unit is attached to the bottom of the tripod support structure. The related GPS antenna is located on the P-3 radome immediately above the CAR. The AHRS unit provides a RS-232 data stream containing global position and inertial attitude and velocity data to the CAR, which is recorded concurrently with the CAR data. This independence from aircraft navigation input provides for position and inertial state data that accounts for very small changes in aircraft attitude and position, sensed at the CAR location as opposed to aircraft state sensors typically installed close to the aircraft center of gravity. More accurate positional data enables quicker CAR data reduction with better resolution. The CANS software operates in two modes: initialization/calibration and operational. In the initialization/calibration mode, the software aligns the precision navigation sensors and initializes the communications interfaces with the sensor and the remote computing system. It also monitors the navigation data state for quality and ensures that the system maintains the required fidelity for attitude and positional information. In the operational mode, the software runs at 12.5 Hz and gathers the required navigation/attitude data, computes the required sensor correction values, and then commands the sensor to the required roll correction. In this manner, the sensor will stay very near to vertical at all times, greatly improving the resulting collected data and imagery. CANS greatly improves quality of resulting imagery and data collected. In addition, the software component of the system outputs a concisely formatted, high-speed data stream that can be used for further science data processing. This precision, time-stamped data also can benefit other instruments on the same aircraft platform by providing extra information from the mission flight.

Kahle, Duncan↗

A Comparison of Bearing Measurements to Surface Features Generated Using Stereophotoclinometry and Surface Feature Navigation Techniques

The Origins Spectral Interpretation Resource Identification Security Regolith Explorer (OSIRIS-REx) mission to the asteroid Bennu completed successful two-and-a-half year proximity operations in May 2021. The mission comprehensively mapped Bennu at unprecedented detail and collected a sample of Bennu’s surface to return to Earth. Throughout proximity operations, the OSIRIS-REx navigation team used the maps made of Bennu’s surface to navigate in the Bennu environment with high accuracy through the use of precise and accurate optical navigation data, radiometric data, and force modelling. The primary type of optical navigation measurements extracted from the images captured by OSIRIS-REx (particularly after first entering orbit around Bennu) were observations of known features on Bennu’s surface. Two related but different techniques/tools were used to extract these observations from the images: the Goddard Image Analysis and Navigation Tool Surface Feature Navigation (GIANT SFN) and Stereophotoclinometry (SPC) Autoregister. In this paper we compare the differences between the observables extracted using GIANT SFN and SPC Autoregister, explain the differences, and discuss where each technique is best suited.

Andrew Liounis↗

Orbit determination for a Jupiter orbiter tour of the Galilean satellites

Current NASA planning envisions an ambitious Jupiter tour mission which will arrive at the planet in the year, 1984. The objectives of this mission are to broaden our knowledge of the outer solar system and in particular to extend our understanding of the physical processes at work in the Jupiter and Galilean satellite environment. To achieve these goals, precise spacecraft navigation is a fundamental requirement inasmuch as very near encounters with the satellites are necessary both for the planned scientific investigations and to reduce fuel requirements necessary for orbital insertion about the planet. This paper, deals with problems of producing precise spacecraft state estimates relative to the Galilean satellites, with the aid of both earth-based radio and on-board video data.

Russell, R. K.↗

Trajectory Specification for Terminal Air Traffic: Pairwise Conflict Detection and Resolution

Trajectory specification is the explicit bounding and control of aircraft trajectories such that the position at each point in time is constrained to a precisely defined volume of space. The bounding space is defined by cross-track, along-track, and vertical tolerances relative to a reference trajectory that specifies position as a function of time. The tolerances are dynamic and will be based on the aircraft navigation capabilities and the current traffic situation. A standard language will be developed to represent these specifications and to communicate them by datalink. Assuming conformance, trajectory specification can guarantee safe separation for an arbitrary period of time even in the event of an air traffic control (ATC) system or datalink failure, hence it can help to achieve the high level of safety and reliability needed for ATC automation. As a more proactive form of ATC, it can also maximize airspace capacity and reduce the reliance on tactical backup systems during normal operation. It applies to both enroute airspace and the terminal area around airports, but this paper focuses on the terminal area and presents algorithms and software for spacing arrivals and deconflicting both arrivals and departures.

air traffic control↗

Trajectory Specification for Terminal Air Traffic: Pairwise Conflict Detection and Resolution

Trajectory Specification is the explicit bounding and control of aircraft trajectories such that the position at any point in time is constrained to a precisely defined volume of space. The bounding space is defined by cross-track, along-track, and vertical tolerances relative to a reference trajectory that specifies position as a function of time. The tolerances are dynamic and will be based on the aircraft navigation capabilities and the current traffic situation. Assuming conformance, Trajectory Specification can guarantee safe separation for an arbitrary period of time even in the event of an air traffic control (ATC) system or datalink failure; hence it can help to achieve the high level of safety and reliability needed for ATC automation. It can also reduce the reliance on tactical backup systems during normal operation. This paper applies it to the terminal area around a major airport and presents algorithms and software for detecting and resolving conflicts. A representative set of pairwise conflicts was generated, and a fast-time simulation was run on them. All conflicts were successfully resolved in real time, demonstrating the computational feasibility of the concept.

terminal area↗

Deep Impact Autonomous Navigation : the trials of targeting the unknown

On July 4, 2005 at 05:44:34.2 UTC the Impactor Spacecraft (s/c) impacted comet Tempel 1 with a relative speed of 10.3 km/s capturing high-resolution images of the surface of a cometary nucleus just seconds before impact. Meanwhile, the Flyby s/c captured the impact event using both the Medium Resolution Imager (MRI) and the High Resolution Imager (HRI) and tracked the nucleus for the entire 800 sec period between impact and shield attitude transition. The objective of the Impactor s/c was to impact in an illuminated area viewable from the Flyby s/c and capture high-resolution context images of the impact site. This was accomplished by using autonomous navigation (AutoNav) algorithms and precise attitude information from the attitude determination and control subsystem (ADCS). The Flyby s/c had two primary objectives: 1) capture the impact event with the highest temporal resolution possible in order to observe the ejecta plume expansion dynamics; and 2) track the impact site for at least 800 sec to observe the crater formation and capture the highest resolution images possible of the fully developed crater. These two objectives were met by estimating the Flyby s/c trajectory relative to Tempel 1 using the same AutoNav algorithms along with precise attitude information from ADCS and independently selecting the best impact site. This paper describes the AutoNav system, what happened during the encounter with Tempel 1 and what could have happened.

impactor spacecraft↗

ALHAT COBALT: CoOperative Blending of Autonomous Landing Technology

The COBALT project is a flight demonstration of two NASA ALHAT (Autonomous precision Landing and Hazard Avoidance Technology) capabilities that are key for future robotic or human landing GN&C (Guidance, Navigation and Control) systems. The COBALT payload integrates the Navigation Doppler Lidar (NDL) for ultraprecise velocity and range measurements with the Lander Vision System (LVS) for Terrain Relative Navigation (TRN) position estimates. Terrestrial flight tests of the COBALT payload in an open-loop and closed-loop GN&C configuration will be conducted onboard a commercial, rocket-propulsive Vertical Test Bed (VTB) at a test range in Mojave, CA.

Carson, John M.↗

Subscale Indoor Trajectory Testing via Six DOF Tendon-Actuated Robot

The NASA Johnson Space Center (JSC) Safe and Precise Landing – Integrated Capabilities Evolution (SPLICE) project is developing a large-scale six degree of freedom tendon-actuated robot (STAR). STAR is intended to reproduce lunar approach trajectories across subscale terrain in order to rapidly develop and test terrain relative and hazard relative navigation algorithms at low cost. NASA is interested in hosting external partners at the facility to enable them to advance their own algorithm development and testing and intends to activate the facility in Fall 2020. Contact us for more information.

Pedrotty, Samuel M.↗

Trajectory Specification Applied to Terminal Airspace

Despite major efforts to automate air traffic control (ATC), it is still performed by humans today. The complexity and safety-criticality of ATC makes it very difficult to safely automate, but it must be automated to increase airspace capacity (the density of traffic that can be safely managed) and airport throughput (the number of arrivals and departures that an airport can safely handle in a given period of time) beyond what is possible with human controllers. This paper presents the Trajectory Specification (TS) concept, which can help to safely automate ATC. TS is a method of specifying aircraft trajectories such that the position at any given time in flight is restricted to a precisely defined bounding space, removing all ambiguity as to where the flight is allowed to be. The bounding space or volume is determined by tolerances relative to a reference trajectory (position as a function of time). The tolerances are dynamic and are based on the aircraft navigation capabilities and the traffic situation. The tolerances can be a piecewise linear function of time or distance along the route, allowing the tolerances to vary as needed, typically increasing with time for departures and decreasing for arrivals. A Trajectory Specification Language (TSL) is proposed for communicating trajectories from aircraft to ATC as requests and from ATC to aircraft as assignments. The TS concept requires a new generation of airborne Flight Management Systems (FMS) that understand the TSL and can fly the assigned trajectories, but this paper focuses on the ATC functions and the prototype ATC algorithms and software that were developed to test the TS concept. Assuming conformance, TS can guarantee safe separation for an arbitrary length of time even in the event of an ATC system or communication outage. It can help to achieve the high level of safety and reliability needed for ATC automation, and it can also reduce the reliance on ATC backup systems for tactical conflict detection and resolution during normal operation. TS can be applied to any controlled airspace, including enroute, terminal, and urban airspace, but this paper presents algorithms and software for arrival spacing and conflict detection and resolution in the terminal airspace serving a major airport. In a fast-time simulation of a full day of traffic in a major terminal airspace, all conflicts were resolved in near real time, demonstrating the computational feasibility and the preliminary operational feasibility of the TS concept. This paper is a compilation of previous papers, and it adds significant information that was omitted from those papers due to length limitations. It also updates some of the results of those earlier papers due to algorithm refinements and corrections of minor software errors.

air traffic control, trajectory↗

A simulation of GPS and differential GPS sensors

The Global Positioning System (GPS) is a revolutionary advance in navigation. Users can determine latitude, longitude, and altitude by receiving range information from at least four satellites. The statistical accuracy of the user's position is directly proportional to the statistical accuracy of the range measurement. Range errors are caused by clock errors, ephemeris errors, atmospheric delays, multipath errors, and receiver noise. Selective Availability, which the military uses to intentionally degrade accuracy for non-authorized users, is a major error source. The proportionality constant relating position errors to range errors is the Dilution of Precision (DOP) which is a function of the satellite geometry. Receivers separated by relatively short distances have the same satellite and atmospheric errors. Differential GPS (DGPS) removes these errors by transmitting pseudorange corrections from a fixed receiver to a mobile receiver. The corrected pseudorange at the moving receiver is now corrupted only by errors from the receiver clock, multipath, and measurement noise. This paper describes a software package that models position errors for various GPS and DGPS systems. The error model is used in the Real-Time Simulator and Cockpit Technology workstation simulations at NASA-LaRC. The GPS/DGPS sensor can simulate enroute navigation, instrument approaches, or on-airport navigation.

Rankin, James M.↗

Real-World Testing of LiDAR-Inertial Based Navigation and Mapping for Precision Landing

The fusion of LiDAR and inertial measurements duringspacecraft descent and landing can be used to estimate alander’s navigation state and map the terrain below. Together,these data products can be used to enable safe and preciselanding on celestial bodies for which a priori orbital reconnaissanceis insufficient for hazard detection and avoidance.Unlike camera images used in visual terrain relative navigation,LiDAR scans are insensitive to changes in illumination; as aresult, the technique can be used to land in poorly lit areas,or at times of day when the lighting conditions are incongruentwith existing orbital imagery. In this paper, we extend previouswork in which we introduced a factor graph based smoothingapproach for LiDAR-inertial navigation and mapping. Whereasthe algorithms were previously tested on simulated data, thispaper presents testing on real-world data. Data from theAutonomous Landing Hazard Avoidance Technology (ALHAT)airplane flight tests in the Yucca Flats and Death Valley in2009 (FT3), the Morpheus vertical take off and landing flighttests at Kennedy Space Center in 2014 (FT6), and the landingof Perseverance and Ingenuity on Mars in 2021 (M2020) wereused to evaluate algorithm performance. In this paper, weextend our LiDAR-inertial technique to work with a variety ofranging technologies: single point laser altimetry (FT3), denseflash LiDAR (FT6), and six-beam radar (M2020). A thoroughperformance analysis for all three datasets is presented. Datasetpreparation, improvements in algorithm robustness, and outlierrejection, which were necessitated by the transition to realworlddata, are discussed.

Trawny, Nikolas↗

A digital scene matching technique for geometric image correction and autonomous navigation

A technique is described for precise registration of two images of the same area, taken under different conditions. The technique, called AUTO-MATCH, involves digital preprocessing of the images to extract edge contours, followed by a correlation of corresponding edge end points. The availability of an array of endpoints makes possible subpixed registration accuracy. The technique is applied to a system for assessment of geometric image quality, to be installed at NASA-Goddard. This system measures the registration vectors over an array of window pairs from LANDSAT images, so as to determine the distortion between them. Similar measurements could be used to infer relative positioning of the spacecraft. The technique is considered for updating the inertial navigation systems of missiles or aircraft. Scene matching between an image obtained aboard the vehicle and a stored reference can eliminate the drift of an inertial platform in order to demonstrate this capability in real time. A laboratory demonstration of AUTO-MATCH is described.

Tisdale, G. E.↗

Real-Time Connected-Element Radio-Interferometer System

Real-time connected-element radio-interferometer system incorporates two receiving stations, separated by relatively short baseline of only 21 km, communicating via fiber-optic data and timing links. Provides accuracies of 50 to 100 nanoradians for measuring angular positions of interplanetary spacecraft and extra-galactic quasers. Overall system and various components adaptable to such terrestrial uses as navigation and distribution of precise time and frequency reference signals.

Edwards, Charles D.↗