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The constraints placed on the design of large space structures by acceleration, attitude control, and stationkeeping forces are discussed. Stiffness requirements for the structures are derived. The use of active versus passive accuracy control methods is also addressed.
An alternative propulsion subsystem for MSAT is presented which has a potential of reducing the satellite weight by more than 15%. The characteristics of pulsed plasma and ion engines are described and used to estimate of the mass of the propellant and thrusters for attitude control and stationkeeping functions for MSAT. Preliminary estimates indicate that the electric propulsion systems could also replace the large momentum wheels necessary to counteract the solar pressure; however, the fine pointing wheels would be retained. Estimates also show that either electric propulsion system can save approximately 18% to 20% of the initial 4,000 kg mass. The issues that require further experimentation are mentioned.
The calculation approach is described for parametric analysis of candidate electric propulsion systems employed in LEO to GEO missions. Occultation relations, atmospheric density effects, and natural radiation effects are presented. A solar cell cover glass tradeoff is performed to determine optimum glass thickness. Solar array and spacecraft pointing strategies are described for low altitude flight and for optimum array illumination during ascent. Mass ratio tradeoffs versus transfer time provide direction for thruster technology improvements. Integrated electric propulsion analysis is performed for orbit boosting, inclination change, attitude control, stationkeeping, repositioning, and disposal functions as well as power sharing with payload on orbit. Comparison with chemical auxiliary propulsion is made to quantify the advantages of integrated propulsion in terms of weight savings and concomittant launch cost savings.
Three studies were completed establishing sensor performance, technology status, and conceptual design requirements for rendezvous stationkeeping, and docking. A consideration of design constraints and the availale technology has led to the conclusion that the sensor should be a CW optical radar employing a semiconductor-laser transmitter and an image-dissector receiver. The performance obtainable for a representative sensor was compared to specifications generated during the study and it was found that this type of sensor can meet the needs of future Earth-orbital operations.
A split-delta-V technique is presented for the east-west stationkeeping of geosynchronous spacecraft using the linearized optimal transfer strategies for near-circular coplanar orbits. The maneuvers are carried out by taking advantage of the dynamics of the spacecraft in order to cancel out the effect of the drift accumulated between successive impulsive delta-V's. A stability analysis is then carried out in order to determine the effect of implementing a series of precanned maneuvers at the end of each drift cycle in an autonomous mode by taking into account initial orbit determination uncertainties and execution errors emanating from each delta-V. It is shown that small tolerance deadbands are violated after only a few cycles and the system is unstable.
Noncoplanar transfers between neighboring circular orbits are presented for spacecraft using their own low-thrust blow down propulsion system. It is assumed that the out-of-plane angle between the decaying thrust vector and the current orbit plane remains constant for each extended burn. Switching conditions are derived for the cutoff and relight of the propulsion system in order to carry out a given transfer with inclination change. Furthermore the location where the thrust acceleration is initially applied with respect to the line of nodes of the two orbits is uniquely determined. Finally an analytic derivation of the linearized coplanar motion for stationkeeping and terminal rendezvous studies is also presented and a scheme for deriving the second order correction shown.
The basic aerodynamic and dynamic properties of an example heavy-lift airship (HLA) configuration are analyzed using a nonlinear, multibody, 6-degrees-of-freedom digital simulation. The slung-payload model is described, and a preliminary analysis of the coupled vehicle-payload dynamics is presented. Trim calculations show the importance of control mixing selection and suggest performance deficiencies in crosswind stationkeeping for the unloaded example HLA. Numerically linearized dynamics of the unloaded vehicle exhibit a divergent yaw mode and an oscillatory pitch mode whose stability characteristic is sensitive to flight speed. An analysis of the vehicle-payload dynamics shows significant coupling of the payload dynamics with those of the basic HLA. It is shown that significant improvement in the vehicle's dynamic behavior can be achieved with the incorporation of a simple flight controller having proportional, rate, and integral-error feedbacks.
Design guidelines and functional systems being considered in the process of defining the configuration of the automated systems for a manned space station are outlined. The requirements are dependent on life-cycle costing and will set the necessary level of automation, as well as autonomy from outside commands. Fault protection routines have been largely devised according to successful programming on the Voyager spacecraft. An analysis is still needed of the housekeeping functions, including human necessities, machine functions, and mission objectives. A data base will result, defining the functions that have historically been delegated to either man or machine. Care must be taken to coordinate and document stationkeeping functions that might interface with mission functions. A data management system that is flexible with regards to changing mission objectives and to the MTBF factors, which will determine the level of technology to be used is required. Expert systems will be integrated into the automation to guide the machines in problem solving, including ensuring adequate management of the battery subsystem.
The seventh orbital flight of the Space Shuttle had as one of its primary objectives the testing of the vehicle's capability for proximity operations (defined as anytime the Orbiter is within 1000 feet of another satellite). The goals of these tests were to obtain flight data on different techniques for separation from, stationkeeping with, and approach and capture of a free-flying satellite. This included the acquisition of data on technique evaluation as to propellant usage, time required, crew workload, plume disturbance to the payload by the reaction control system, and jet plume impingement. The tests were also to provide data on the rendezvous radar and optical sighting devices performance in this environment. It is concluded that the Orbiter proved to be a very responsive vehicle that ws straightforward to fly in the vicinity of another satellite given the proper experience base with ground simulations.
Kamel's (1973) East-West Stationkeeping Analysis is extended and an algorithm is presented that targets the geosynchronous spacecraft to the ideal initial conditions starting from any given relative longitude deviation within a given tolerance deadband in order to repeat the ideal longitudinal drift cycle that results in the longest possible period of time between maneuvers. The motion description takes into account the perturbations introduced by earth's tesseral harmonics and by the luni-solar gravity, assuming a near-circular orbit that requires only the control of orbital energy to repeat the ideal drift cycle via a single impulsive velocity change. The location of the maneuver along the orbit is such that the post-Delta-V eccentricity is always minimized.
The Laser Docking System (LDS) consists of passive docking aids (reflectors) placed on the target vehicle in a known location and orientation. These reflectors are acquired and tracked by means of a modulated laser beam located on the interceptor vehicle. The LDS enables the interceptor vehicle to analyze the return (reflected) signal in order to determine both relative position and relative attitude of the target vehicle during stationkeeping and docking. Laser ranging experiments have been accomplished at NASA, and from these experiments have evolved laser docking concepts. The concepts include angle and attitude measurement which are capable of providing all of the information needed for automatic docking control by the interceptor vehicle. Several designs are being compared. Plans include the development and testing of: first a breadboard model, then an engineering model, and finally qualification and flight systems.
Tethered satellite system (TSS) dynamics were studied. The dynamic response of the TSS during the entire stationkeeping phase for the first electrodynamic mission was investigated. An out of plane swing amplitude and the tether's bowing were observed. The dynamics of the slack tether was studied and computer code, SLACK2, was improved both in capabilities and computational speed. Speed hazard related to tether breakage or plasma contactor failure was examined. Preliminary values of the potential difference after the failure and of the drop of the electric field along the tether axis have been computed. The update of the satellite rotational dynamics model is initiated.
An overview of some studies which have recently been carried out on the control of third generation spcecraft, as modelled by the MSAT space vehicle configuration, is made. This spacecraft is highly nonsymmetrical and has appendages which cannot in general be assumed to be rigid. In particular, it is desired to design a controller for MSAT which stabilizes the system and satisfies certain attitude control, shape control, and possibly stationkeeping requirements; in addition, it is desired that the resultant controller should be robust and avoid any undesirable spill over effects. In addition, the controller obtained should have minimum complexity. The method of solution adopted to solve this class of problems is to formulate the problem as a robust servomechanism problem, and thence to obtain existence conditions and a controller characterization to solve the problem. The final controller obtained for MSAT has a distributed control configuration and appears to be quite satisfactory.
The power gain and thrust for plasma engines available by unreeling 10 km of insulated Al wire from a spacecraft are investigated. The wire, unreeling in the vertical, would cut the earth's magnetic field lines, thereby generating 20 kW of power in the wire. A drag loss of 20.4 kJ/sec would reduce the power gain to 18.7 kW, an efficiency of 92 percent. Thicker wires could push the power gain to 1 MW at 95 percent efficiency. Conductive 'balloons' at the ends of the tether would function as ionospheric 'brushes' to complete the circuit. Reversing the IXB force by employing on-board stored power would drive the tether current against the induced voltage, providing a 1 N thrust for 8 kW of energy consumed, which could be supplied by solar panels during the day portion of orbit. The equivalent thrust by conventional stationkeeping means would consume 8000 kg of propellant/yr. Techniques for stabilizing the tether in the presence of variable magnetic fields are discussed.
In a recent study of potential applications for electric propulsion, it was determined that ion propulsion can provide North-South stationkeeping (NSSK) for communication satellites in geosynchronous orbit with appreciably less mass than chemical propulsion. While this finding is not new, the margin of benefit over advanced chemical propulsion technology depends strongly on the ion propulsion system specifications. Full advantage must be taken of the under-utilized stored energy available from the communication satellite's batteries. This paper describes a methodology for evaluating the benefits obtained in using ion propulsion for NSSK, both in terms of the mass reduction and its economic value.
The high performance ion thruster technology presented is suitable for either geostationary satellite north-south stationkeeping or interplanetary spacecraft primary propulsion. The thruster employs a ring-cusp magnetic field arrangement for plasma confinement, incurring an ion production cost which at about 100 eV/ion, is approximately half the value for the state-of-the-art J-series mercury ion thruster. A comparison of the average plasma properties existing within the ion-production volumes indicates that the improved performance of the ring-cusp configuration is due to higher electron temperature, confirming the superiority of this design in confining the energetic electrons emitted by the cathode.
A scenario was developed for evolution of space station tether capabilities. As tether imposed constaints on station developments and operations were minimized, maximum benefits were derived from a mutually compatible combination of: (1)electrodynamic tethers for power, thrust, and libration control; (2)momentum transfer operations involving the STS or upper stages; (3)aeromaneuvering devices for space station orbital plan change; and (4)tethered constellations and tether/free-flyer combinations. Some concepts determined for advance tether facilities orbiting the moon: (1)stationkeeping deltaVs to stay in precise equatorial or polar orbits; (2)ratio of facility mass to maximum payload mass (surface-orbit-escape); (3)electric-thruster power requirements and maximum rendezvous frequencies; and (4)overall capabilities and major constraints on such facilities.
The capability of the satellite to perform a variety of space operations to be accomplished from the shuttle is reviewed considering use of the satellite with man-in-loop and closed loop modes and deployment (toward or away from Earth, up to 100 km), stationkeeping, retrieval and control of the satellite. Scientific payloads are to be used to perform experiments and scientific investigation for applications such as magnetometry, electrodynamics, atmospheric science, chemical release, communications, plasmaphysics, dynamic environment, and power and thrust generation. The TSS-S will be reused for at least 3 missions after reconfiguration and refurbishment by changing the peculiar mission items such as thermal control, fixed boom for experiments, aerodynamic tail for yaw attitude control, external skin, experiments, and any other feature. The TSS-S is to be composed of three modules in order to allow independent integration of a single module and to facilitate the refurbishment and reconfiguration between flights. The three modules are service, auxiliary propulsion, and payload modules.