PUBLICATIONS

Low Earth orbit is overcluttered by rogue objects. Traditional satellite missions are not efficient enough to collect an appreciable amount of debris due to the high cost of orbit transfers. Many alternate proposals are politically controversial, costly, or dependent on further technological advances. This paper proposes an efficient mission structure and bespoke hardware to deorbit debris by capturing and ejecting them. These are executed through plastic interactions, and the momentum exchanges during capture and ejection assist the satellite in transferring to subsequent debris with substantial reduction in fuel requirements. The proposed hardware also exploits existing momentum to save fuel. Capturing debris at the ends of a spinning satellite, adjusting angular rate, and then simply letting go at a specified time provides a simple mechanism for redirecting the debris to an Earth-impacting trajectory or lower perigee. This paper provides analyses for orbit and hardware functionality and aspects of the control for debris collection.

This paper provides a path optimization strategy for space debris removal, focusing on the proposed Space Sweeper with Sling-Sat (4S) mission. 4S captures and ejects debris plastically, exploiting the impulsive momentum exchanges in place of fuel. Ejected debris are sent to lower perigee orbits, or to re-enter the atmosphere. The optimization method searches for the most efficient sequence of events to remove debris of unknown masses. For a fixed time interval and number of debris interactions n, the optimized solution predicts a set of n thrust impulses, n debris captures, and n debris ejections. Optimization is performed using an evolutionary algorithm that solves the combinatory problem of selecting the debris interaction order, ejection velocities, and sequence timing, while optimizing fuel cost and effectiveness towards debris mitigation. The first debris interaction is then applied to the system, and the process is repeated after interacting with each object. In this way, an in-orbit mission is simulated, and the results support the feasibility of 4S mission.

This paper provides a path optimization strategy for debris removal satellites, focusing on the proposed TAMU Sweeper mission. The optimized solution is a set of n satellite maneuvers, n debris captures, and n debris ejections. Ejected debris are sent to lower perigee orbits or to re-enter the atmosphere. Optimization is performed using an evolutionary algorithm that solves the combinatory problem of selecting the debris interaction order, transfer trajectories, and sequence timing, while optimizing fuel cost and effectiveness towards debris mitigation. For a fixed time interval and number of debris interactions, the most efficient and effective sequence is sought. The broader goal of this work is to evaluate feasibility of such missions. Our early findings show that the TAMU Sweeper technique directly removes 81% of the debris encountered through re-entry, and significantly lowers the perigees of the rest. It does so while us- ing 40% less fuel than “traditional” successive rendezvous approaches.

(Abstract not yet available)

Low Earth Orbit is over-cluttered with rogue objects that threaten existing tech- nological assets and interfere with allocating new ones. Traditional satellite missions are not efficient enough to collect an appreciable amount of debris due to the high cost of orbit transfers. Many alternate proposals are politically controversial, costly, or dependent on undeveloped technology. This dissertation attempts to solve the problem by introducing a new mission architecture, Space Sweeper, and bespoke hardware, Sling-Sat, that sequentially captures and ejects debris plastically. Result- ing momentum exchanges are exploited to aid in subsequent orbit transfers, thus saving fuel. Sling-Sat is a spinning satellite that captures debris at the ends of adjustable-length arms. Arm length controls the angular rate to achieve a desired tangential ejection speed. Timing the release exacts the ejection angle. This process redirects debris to burn up in the atmosphere, or reduce its lifetime, by lowering its perigee.

This dissertation establishes feasibility of principles fundamental to the proposed concept. Hardware is conceptualized to accommodate Space Sweeper’s specialized needs. Mathematical models are built for the purpose of analysis and simulation. A kinematic analysis investigates system demands and long-term behavior resulting from repeated debris interaction. A successful approach to enforce debris capture is established through optimal control techniques. A study of orbital parameters and their response to debris interactions builds an intuition for missions of this nature. Finally, a J2-compliant technique for path optimization is demonstrated. The results strongly support feasibility of the proposed mission.

(Abstract not yet available)

(Abstract not yet available)

When equipment designs must perform in a broad band vibration environment it can be difficult to avoid resonances that affect life and performance. This is especially true when an organization seeks to employ an asset from a heritage design in a new, more demanding vibration environment. Particle dampers may be used to provide significant attenuation of lightly damped resonances to assist with such a deployment of assets by including only a very minor set of modifications. This solution may be easier to implement than more traditional attenuation schemes. Furthermore, the cost in additional weight to the equipment can be very small. Complexity may also be kept to a minimum, because the particle dampers do not require tuning. Attenuating the vibratory response with particle dampers may therefore be simpler (in a set it and forget it kind of way) than tuned mass dampers. The paper will illustrate the use of an “equivalent resonance test jig” that can assist designers in verifying the potential resonance attenuation that may be available to them during the early trade stages of the design. An approach is suggested for transforming observed attenuation in the jig to estimated performance in the actual service design.

Marshall Space Flight Center has conducted a series of ground acoustic tests with the dual goals of informing analytical judgment, and validating analytical methods when estimating vibroacoustic responses of launch vehicle subsystems. The process of repeatedly correlating finite element-simulated responses with test-measured responses has assisted in the development of best practices for modeling and post-processing. In recent work, force transducers were integrated to measure interface forces at the base of avionics box equipment. Other force data was indirectly measured using strain gauges. The combination of these direct and indirect force measurements has been used to support and illustrate the advantages of implementing the Force Limiting approach for equipment qualification tests. The comparison of force response from integrated system level tests to measurements at the same locations during component level vibration tests provides an excellent illustration. A second comparison of the measured response cases from the system level acoustic tests to finite element simulations has also produced some principles for assessing the suitability of Finite Element Models (FEMs) for making vibroacoustics estimates. The results indicate that when FEM models are employed to guide force limiting choices, they should include sufficient detail to represent the apparent mass of the system in the frequency range of interest.

Producing fluid structural interaction estimates of panel vibration from an applied
pressure field excitation are quite dependent on the spatial correlation of the pressure field. There is a danger of either over estimating a low frequency response or under predicting broad band panel response in the more modally dense bands if the pressure field spatial correlation is not accounted for adequately. It is a useful practice to simulate the spatial correlation of the applied pressure field over a 2d surface using a matrix of small patch area regions on a finite element model (FEM). Use of a fitted function for the spatial correlation between patch centers can result in an error if the choice of patch density is not fine enough to represent the more continuous spatial correlation function throughout the intended frequency range of interest. Several patch density assumptions to approximate the fitted spatial correlation function are first evaluated using both qualitative and quantitative illustrations. The actual response of a typical vehicle panel system FEM is then examined in
a convergence study where the patch density assumptions are varied over the same model. The convergence study results illustrate the impacts possible from a poor choice of patch density on the analytical response estimate. The fitted correlation function used in this study represents a diffuse acoustic field (DAF) excitation of the panel to produce vibration
response.

The team of authors at Marshall Space Flight Center (MSFC) has been investigating estimating techniques for the vibration response of launch vehicle panels excited by acoustics and/or aero-fluctuating pressures. Validation of the approaches used to estimate these environments based on ground tests of flight like hardware is of major importance to new vehicle programs. The team at MSFC has recently expanded upon the first series of ground test cases completed in December 2010. The follow on tests recently completed are intended to illustrate differences in damping that might be expected when cable harnesses are added to the configurations under test. This validation study examines the effect on vibroacoustic response resulting from the installation of cable bundles on a curved orthogrid panel. Of interest is the level of damping provided by the installation of the cable bundles and whether this damping could be potentially leveraged in launch vehicle design. The results of this test are compared with baseline acoustic response tests without cables. Damping estimates from the measured response data are made using a new software tool that employs a finite element model (FEM) of the panel in conjunction with advanced optimization techniques. This paper will report on the \damping trend differences. observed from response measurements for several different configurations of cable harnesses. The data should assist vibroacoustics engineers to make more informed damping assumptions when calculating vibration response estimates when using model based analysis approach. Achieving conservative estimates that have more flight like accuracy is desired. The paper may also assist analysts in determining how ground test data may relate to expected flight response levels. Empirical response estimates may also need to be adjusted if the measured response used as an input to the study came from a test article without flight like cable harnesses.

Using the patch method to represent the continuous spatial correlation function of a phased pressure field over a structural surface is an approximation. The approximation approaches the continuous function as patches become smaller. Plotting comparisons of the approximation vs the continuous function may provide insight revealing: (1) For what patch size/density should the approximation be very good? (2) What the approximation looks like when it begins to break down? (3) What the approximation looks like when the patch size is grossly too large. Following these observations with a convergence study using one FEM may allow us to see the importance of patch density. We may develop insights that help us to predict sufficient patch density to provide adequate convergence for the intended purpose frequency range of interest

(Abstract not yet available)

(Abstract not yet available)

The design and theoretical basis of a new database tool that quickly generates vibroacoustic response estimates using a library of transfer functions (TFs) is discussed. During the early stages of a launch vehicle development program, these response estimates can be used to provide vibration environment specification to hardware vendors. The tool accesses TFs from a database, combines the TFs, and multiplies these by input excitations to estimate vibration responses. The database is populated with two sets of uncoupled TFs; the first set representing vibration response of a bare panel, designated as H(sup s), and the second set representing the response of the free-free component equipment by itself, designated as H(sup c). For a particular configuration undergoing analysis, the appropriate H(sup s) and H(sup c) are selected and coupled to generate an integrated TF, designated as H(sup s +c). This integrated TF is then used with the appropriate input excitations to estimate vibration responses. This simple yet powerful tool enables a user to estimate vibration responses without directly using finite element models, so long as suitable H(sup s) and H(sup c) sets are defined in the database libraries. The paper discusses the preparation of the database tool and provides the assumptions and methodologies necessary to combine H(sup s) and H(sup c) sets into an integrated H(sup s + c). An experimental validation of the approach is also presented.

This validation study examines the effect on vibroacoustic response resulting from the installation of cable bundles on a curved orthogrid panel. Of interest is the level of damping provided by the installation of the cable bundles and whether this damping could be potentially leveraged in launch vehicle design. The results of this test are compared with baseline acoustic response tests without cables. Damping estimates from the measured response data are made using a new software tool that leverages a finite element model of the panel in conjunction with advanced optimization techniques. While the full test series is not yet complete, the first configuration of cable bundles that was assessed effectively increased the viscous critical damping fraction of the system by as much as 0.02 in certain frequency ranges.

A rich body of vibroacoustic test data was recently generated at Marshall Space Flight Center for a curved orthogrid panel typical of launch vehicle skin structures. Several test article configurations were produced by adding component equipment of differing weights to the flight-like vehicle panel. The test data were used to anchor computational predictions of a variety of spatially distributed responses including acceleration, strain and component interface force. Transfer functions relating the responses to the input pressure field were generated from finite element based modal solutions and test-derived damping estimates. A diffuse acoustic field model was employed to describe the assumed correlation of phased input sound pressures across the energized panel. This application demonstrates the ability to quickly and accurately predict a variety of responses to acoustically energized skin panels with mounted components. Favorable comparisons between the measured and predicted responses were established. The validated models were used to examine vibration response sensitivities to relevant modeling parameters such as pressure patch density, mesh density, weight of the mounted component and model form. Convergence metrics include spectral densities and cumulative root-mean squared (RMS) functions for acceleration, velocity, displacement, strain and interface force. Minimum frequencies for response convergence were established as well as recommendations for modeling techniques, particularly in the early stages of a component design when accurate structural vibration requirements are needed relatively quickly. The results were compared with long-established guidelines for modeling accuracy of component-loaded panels. A theoretical basis for the Response/Pressure Transfer Function (RPTF) approach provides insight into trends observed in the response predictions and confirmed in the test data. The software modules developed for the RPTF method can be easily adapted for quick replacement of the diffuse acoustic field with other pressure field models; for example a turbulent boundary layer (TBL) model suitable for vehicle ascent. Wind tunnel tests have been proposed to anchor the predictions and provide new insight into modeling approaches for this type of environment. Finally, component vibration environments for design were developed from the measured and predicted responses and compared with those derived from traditional techniques such as Barrett scaling methods for unloaded and component-loaded panels.

Environments calculation for mass loaded vehicle panels which are excited by acoustics and/or aero-fluctuating pressures was identified by the NASA Engineering and Safety Center as an area of uncertainty. Standardizing the approach for estimating these loads and environments when the vehicle panels are used as equipment attach locations is greatly desired. A series of ground test cases using acoustic noise to excite a flight-like vehicle panel were completed at Marshall Space Flight Center (MSFC) during December 2010. A preliminary subset of the measured results from this series is useful to evaluate the responses produced for different configurations of mass loading on the vehicle panel. Several different configurations of mass simulators were attached. The vibration response was measured at different locations on the mass simulators and across the panel. The interface forces of mass simulators with the panel may also be inferred from both measured acceleration and strain results.

This presentation further develops the orthogrid vehicle panel work. Employed Hybrid Module capabilities to assess both low/mid frequency and high frequency models in the VA One simulation environment. The response estimates from three modeling approaches are compared to ground test measurements. Detailed Finite Element Model of the Test Article -Expect to capture both the global panel modes and the local pocket mode response, but at a considerable analysis expense (time & resources). A Composite Layered Construction equivalent global stiffness approximation using SEA -Expect to capture response of the global panel modes only. An SEA approximation using the Periodic Subsystem Formulation. A finite element model of a single periodic cell is used to derive the vibroacoustic properties of the entire periodic structure (modal density, radiation efficiency, etc. Expect to capture response at various locations on the panel (on the skin and on the ribs) with less analysis expense

Statistical Energy Analysis (SEA) response has been fairly well anchored to test observations for Diffuse Acoustic Field (DAF) loading by others. Meanwhile, not many examples can be found in the literature anchoring the SEA vehicle panel response results to Turbulent Boundary Layer (TBL) fluctuating pressure excitations. This deficiency is especially true for supersonic trajectories such as those required by this nation s launch vehicles. Space Shuttle response and excitation data recorded from vehicle flight measurements during the development flights were used in a trial to assess the capability of the SEA tool to predict similar responses. Various known/measured inputs were used. These were supplemented with a range of assumed values in order to cover unknown parameters of the flight. This comparison is presented as “Part A” of the study. A secondary, but perhaps more important, objective is to provide more clarity concerning the accuracy and conservatism that can be expected from response estimates of TBL-excited vehicle models in SEA (Part B). What range of parameters must be included in such an analysis in order to land on the conservative side in response predictions? What is the sensitivity of changes in these input parameters on the results? The TBL fluid structure loading model used for this study is provided by the SEA module of the commercial code VA One.

Although applications for Statistical Energy Analysis (SEA) techniques are more widely used in the aerospace industry today, opportunities to anchor the response predictions using measured data from a flight-like launch vehicle structure are still quite valuable. Response and excitation data from a ground acoustic test at the Marshall Space Flight Center permitted the authors to compare and evaluate several modeling techniques available in the SEA module of the commercial code VA One. This paper provides an example of vibration response estimates developed using different modeling approaches to both approximate and bound the response of a flight-like vehicle panel. Since both vibration response and acoustic levels near the panel were available from the ground test, the evaluation provided an opportunity to learn how well the different modeling options can match band-averaged spectra developed from the test data. Additional work was performed to understand the spatial averaging of the measurements across the panel from measured data. Finally an evaluation/comparison of two conversion approaches from the statistical average response results that are output from an SEA analysis to a more useful envelope of response spectra appropriate to specify design and test vibration levels for a new vehicle.

Delicate microgravity science is unlikely to succeed on the International Space Station if vibratory and transient disturbers corrupt the environment. An analytical approach to compute the on-orbit acceleration environment at science experiment locations within a standard payload rack resulting from these disturbers is presented. This approach has been grounded by correlation and comparison to test verified transfer functions. The method combines the results of finite element and statistical energy analysis using tested damping and modal characteristics to provide a reasonable approximation of the total root-mean-square (RMS) acceleration spectra at the interface to microgravity science experiment hardware.

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. The actuators are powered by a Shuttle-derived hydraulic Core Auxiliary Power Unit (CAPU), and integrated with an all-new Core Stage thrust structure. The actuators are interfaced to the SLS Vehicle Management (VM) software via an all-new TVC Actuator Control (TAC) avionics subsystem. Despite the significant test and flight experience of the Shuttle hardware, the SLS Green Run ambient and hot fire test activities revealed a number of new findings associated with the dynamic response of the TVC integrated system. Test responses suggested that the TVC system did not meet its performance specifications and its step and frequency responses exhibited unexpected departures from prior lab tests and modeled behavior. This paper is the fifth installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, the design of the TVC analyses conducted during the Core Stage Green Run test series are discussed in detail. Throughout the course of the test activities, the SLS flight control team worked diligently with the Core Stage contractor to revise test command profiles and ensure sufficient instrumentation was available to collect data. Post-test analysis combined the Green Run modal, ambient, and hot fire test data, MSFC 2- axis Core Stage TVC Inertial Load Simulator (ILS) data, Hardware-In-the-Loop (HWIL) Systems Integration Lab (SIL) results, and actuator Acceptance Testing Procedure (ATP) responses. These data were used to characterize the response, validate critical math models of the TVC subsystem, and isolate the probable cause of the unexpected responses. Through comprehensive analysis of the available test data sources, the integrated team identified the dominant contributors to the observed response and developed test-correlated rationale for vehicle flight control system performance, ultimately leading to a confident posture for the Artemis I mission.

Trans-Neptunian Objects have gained interest in lieu of the success of the New Horizons mission. This paper seeks to further the design possibilities for such missions by offering sixteen trajectories to TNO’s by incorporating a Delta-VEGA maneuver, which allows for increased payload mass. These trajectories were simulated using Spaceflight Solution’s Mission Analysis Environment software, which allowed for constraining of mission parameters for optimization. The trajectories were made to have a C3 below 40 km2/s2, minimized transit time, and minimized ΔV. Results are visualized in Figures 3-6 as well as Table 1, which contain all relevant descriptive parameters.

Nonintrusive three-component (3C) velocity measurements of free jet flows were conducted by stereoscopic picosecond laser electronic excitation tagging (S-PLEET) at 100 kHz. The fundamental frequency of the burst-mode laser at 1064 nm was focused to generate the PLEET signal in a free jet flow. A stereoscopic imaging system was used to capture the PLEET signals. The 3C centroids of the PLEET signal were determined by utilizing simultaneous images from two cameras placed at an angle. The temporal evolutions of the centroids were obtained and used to determine the instantaneous, time-resolved 3C velocities of the flows. The free jets with various inlet pressures of 10–40 bars exhausting into atmospheric pressure air (i.e., underexpanded free jet with large pressure ratios; Reynolds numbers from the jet ranged from 39,000 to 145,000) were measured by S-PLEET. Key 3C turbulent properties of the free jets, including instantaneous and mean velocities, were obtained with an instantaneous measurement uncertainty of about ±10m/s, which is about 2% of the highest velocities measured. Computation of higher-order statistics including covariances related to turbulent kinetic energy and the Reynolds stress component was demonstrated. The 3C nonintrusive and unseeded velocimetry technique could provide a new tool for flow property measurements in ground test facilities; the measured high-frequency turbulence properties of free jet flows could be useful for turbulence modeling and validations.

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed specifically for the Core Stage.

The Green Run Hot Fire (GRHF) of the SLS Core Stage provided a flight-like ground test environment for verification of integrated vehicle TVC performance. A TVC model coupled to a vehicle structural dynamic model has been developed previously and incrementally validated in subsystem tests and simulations. Still, some aspects of TVC performance in GRHF were not anticipated. The ensuing investigation demonstrated the need for well-instrumented test environments, various levels of modeling fidelity, test-representative structural models, and caution in reuse of legacy components.

This paper is the sixth installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. It introduces the salient structural dynamic phenomena uncovered in ambient and hot fire testing. During the Green Run test campaign, a comparison of ambient and hot fire step responses showed a significant change in apparent damping due to the presence of friction, challenging long standing assumptions that friction could be neglected. Additionally, the characteristic response of the engine and thrust structure during GRHF proved to be more complex than anticipated, as evidenced by the available actuator, thrust structure, and engine measurements. While the string-potentiometer based test instrumentation was intended to allow for reconstruction of the engine angles along the two control axes, the geometric placement, location uncertainty, and responses in overlapping frequency spectra revealed additional phenomena requiring further analysis and post-processing. The observations from both modal and frequency response testing during the Green Run ambient and hot fire configurations led to Engine and Core Stage FEM (finite element model) updates. When evidence of unexpected engine motion was found in engine section accelerometer data, the authors pursued additional structural analysis leading to FEM updates associated with the TVC gimbal and thrust structure. Through collaboration between structures, TVC, and flight control disciplines, the test-informed models and root-cause analysis led to confident flight rationale for the first flight of the SLS launch vehicle.

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal block/bearing. The Core Stage TVC shares vehicle control authority with the SLS 5-segment Solid Rocket Boosters (SRBs) during boost phase flight, and is the sole means of vehicle flight control during in exoatmospheric flight following SRB separation.

TVC responses during Green Run Hot Fire (GRHF) testing revealed that the TVC did not meet its performance specifications. Step and frequency responses exhibited unexpected departures from prior laboratory data and modeled behavior. Post-test analysis determined that the characteristics of the structure and gimbal friction are significantly influenced by the thrust-loaded conditions, and the command avionics exhibited a small but important gain nonlinearity. Using the available test data, the design team augmented the flight control TVC models to bound the observed results and include the additional fidelity needed for vehicle flight control analysis so as to build sufficient rationale for flight certification.

Prior to the Green Run tests, “simplex” linear models typically used for flight control analysis did not include gimbal friction and other nonlinearities owing to long-standing assumptions that these effects were negligible in the Shuttle Orbiter TVC system. Following the Green Run findings, simulation analysis of the flight dynamics in the time and frequency domain revealed the propensity for a flight control limit cycle oscillation (LCO) if friction and structural compliances fell near the edges of test-predicted bounds. While the “most probable” models did not predict an in-flight LCO, the SLS Program conservatively proceeded with a system-wide evaluation and ultimate acceptance of the possibility for a small amplitude, low-frequency TVC LCO in flight. A final validation of the extensive test and modeling effort occurred when the first flight of SLS successfully demonstrated the fully integrated performance of the vehicle’s TVC system

This paper is the final installment in a seven-paper series surveying the design, engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, the development of flight rationale in light of the TVC responses observed in Green Run is discussed, along with a review of the flight telemetry illustrating the correlation of the preflight predictions with the observed performance.

The Space Launch System (SLS) Core Stage Thrust Vector Control (TVC) system is comprised of eight mechanical feedback Shuttle heritage Type III TVC actuators that vector the four Shuttle heritage RS-25 engines about a Shuttle heritage gimbal block/bearing. The MSFC Controls community has long regarded gimbal friction to be a negligible effect on the overall control of gimbaled RS-25 engines. This is corroborated by Space Shuttle test and flight data that does not appear to show degraded effects, nor limit cycling at the end of the shuttle flight. For this reason, friction was not expected to be a driving factor of performance and control of the reused RS-25 engines aboard the SLS. However, after test data showed a large shift in frequency behavior and a highly damped step-response in the time series, there was further investigation into what could have caused this behavior. Heritage friction models used in previous gimbal and ball bearings were evaluated such as Coulomb, Dahl and LuGre, but the single degree of freedom friction models alone were not enough to explain the behavior and shifts seen in the test data.

This paper presents the additional findings and modeling efforts regarding friction on the RS-25 engines. Using the Two Actuator Operational Simulation (TAOS), the difference from modeling separate friction degrees of freedom to coupled degrees of freedom was investigated to deduce the effects of one axis’s movement on the other. Next, due to the vibration environment, a modified LuGre model has been proposed that adds an additional term to decrease the friction coefficient at low engine velocity amplitudes. Lastly, the addition of the stiffness in each half of the gimbal bearing has increased modeling fidelity by also adding the effect on the gimbal bearing bending in compliance to both the friction torque on the surface of the gimbal bearing and the actuator force that is forcing the engine in a specified direction. Through these effects, the time and frequency domain behavior seen in test can be characterized accurately.

The Space Launch System (SLS) Core Stage (CS) Thrust Vector Control (TVC)
system is comprised of 8 mechanical feedback Shuttle heritage Type III TVC
actuators and four RS-25 engines, each attached to a Shuttle heritage gimbal
block/bearing. Two actuators are used to move each engine in two planes perpendicular to one another (i.e., pitch and yaw). The TVC system design leverages hardware from the Space Shuttle program as well as new hardware designed
specifically for the Core Stage.

During the development of the SLS TVC system, a family of advanced dynamics models were developed to extend and compliment the simplified quasi-linear “simplex” model historically used for flight control design and stability analysis. The importance of these advanced models became increasingly evident after ambient and hot fire testing of the Core Stage, which revealed a number of findings associated with the dynamic response of the TVC integrated system. Test responses suggested that the TVC did not meet its performance specifications and its step and frequency responses exhibited unexpected departures from prior lab tests and
modeled behavior. One driving factor for these results was a higher-than-expected
degree of coupling between the TVC system, the engine dynamics, and the Core
Stage structure.

This paper is the third installment in a seven-paper series surveying the design,
engineering, test validation, and flight performance of the Core Stage Thrust Vector Control system. In this paper, a new method of modeling rocket vehicle thrust
vectoring servoelastic dynamics is presented. In this approach, the load dynamics
are replaced by a detailed finite element model containing both the rigid body and
elastic modes. A partitioning technique is used to compute the effective compliance from the modal data and obtain accurate simulation results using a reduced
number of generalized coordinates. Coupled backup structure and nozzle attach
compliance effects on multiple engines are captured in higher fidelity than with
a spring approximation, eliciting novel effects due to the complex load paths involved in the Core Stage structure. Validation of the model is demonstrated using
a variety of structural/modal, laboratory, and full-scale hot fire test data.

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In this paper, the attitude control issues associated with International Space Station (ISS) loss of automatic thruster control capability are discussed and methods for attitude control recovery are presented. This scenario was experienced recently during Shuttle mission STS-117 and ISS Stage 13A in June 2007 when the Russian GN&C computers, which command the ISS thrusters, failed. Without automatic propulsive attitude control, the ISS would not be able to regain attitude control after the Orbiter undocked. The core issues associated with recovering long-term attitude control using CMGs are described as well as the systems engineering analysis to identify recovery options. It is shown that the recovery method can be separated into a procedure for rate damping to a “safe harbor” gravity gradient stable orientation and a capability to maneuver the vehicle to the necessary initial conditions for long term attitude hold.
A manual control option using Soyuz and Progress vehicle thrusters is
investigated for rate damping and maneuvers. The issues with implementing
such an option are presented and the key issue of closed-loop stability is
addressed. A new non-propulsive alternative to thruster control, Zero Propellant Maneuver (ZPM) attitude control method is introduced and its rate damping and maneuver performance evaluated. It is shown that ZPM can meet the tight attitude and rate error tolerances needed for long term attitude control. A combination of manual thruster rate damping to a “safe harbor” attitude followed by a ZPM to Stage long term attitude control orientation was selected by the Anomaly Resolution Team as the alternate attitude control method for such a contingency.

The Ares I launch vehicle represents a challenging flex-body structural environment for flight control system design. This paper presents a design methodology for employing numerical optimization to develop the Ares I flight control system. The design objectives include attitude tracking accuracy and robust stability with respect to rigid body dynamics, propellant slosh, and flex. Under the assumption that the Ares I time-varying dynamics and control system can be frozen over a short period of time, the flight controllers are designed to stabilize all selected frozen-time launch control systems in the presence of parametric uncertainty. Flex filters in the flight control system are designed to minimize the flex components in the error signals before they are sent to the attitude controller. To ensure adequate response to guidance command, step response specifications are introduced as constraints in the optimization problem. Imposing these constraints minimizes performance degradation caused by the addition of the flex filters. The first stage bending filter design achieves stability by adding lag to the first structural frequency to phase stabilize the first flex mode while gain stabilizing the higher modes. The upper stage bending filter design gain stabilizes all the flex bending modes. The flight control system designs provided here have been demonstrated to provide stable first and second stage control systems in both Draper Ares Stability Analysis Tool (ASAT) and the MSFC 6DOF nonlinear time domain simulation.

A launch vehicle represents a complicated flex-body structural environment for flight control system design. The Ascent-vehicle Stability Analysis Tool (ASAT) is developed to address the complicity in design and analysis of a launch vehicle. The design objective for the flight control system of a launch vehicle is to best follow guidance commands while robustly maintaining system stability. A constrained optimization approach takes the advantage of modern computational control techniques to simultaneously design multiple control systems in compliance with required design specs. “Tower Clearance” and “Load Relief” designs have been achieved for liftoff and max dynamic pressure flight regions, respectively, in the presence of large wind disturbances. The robustness of the flight control system designs has been verified in the frequency domain Monte Carlo analysis using ASAT.

Several analytical mechanical slosh models for a cylindrical tank with flat bottom are reviewed. Even though spacecrafts use cylinder shaped tanks, most of those tanks usually have elliptical domes. To extend the application of the analytical models for a cylindrical tank with elliptical domes, the modified slosh parameter models are proposed in this report by mapping an elliptical dome cylindrical tank to a flat top/bottom cylindrical tank while maintaining the equivalent liquid volume. For the low Bond number case, the low-g slosh models were also studied. Those low-g models can be used for Bond number > 10. The current low-g slosh models were also modified to extend their applications for the case that liquid height is smaller than the tank radius. All modified slosh models are implemented in MATLAB m-functions and are collected in the developed MST (Mechanical Slosh Toolbox).

In past firings of the Reusable Solid Rocket Motor (RSRM) both static test and flight motors have shown small pressure perturbations occurring primarily between 65 and 80 seconds. A joint NASA/Thiokol team investigation concluded that the cause of the pressure perturbations was the periodic ingestion and ejection of molten aluminum oxide slag from the cavity around the submerged nozzle nose which tends to trap and collect individual aluminum oxide droplets from the approach flow. The conclusions of the team were supported by numerous data and observations from special tests including high speed photographic films, real time radiography, plume calorimeters, accelerometers, strain gauges, nozzle TVC system force gauges, and motor pressure and thrust data. A simplistic slag ballistics model was formulated to relate a given pressure perturbation to a required slag quantity. Also, a cold flow model using air and water was developed to provide data on the relationship between the slag flow rate and the chamber pressure increase. Both the motor and the cold flow model exhibited low frequency oscillations in conjunction with periods of slag ejection. Motor and model frequencies were related to scaling parameters. The data indicate that there is a periodicity to the slag entrainment and ejection phenomena which is possibly related to organized oscillations from instabilities in the dividing streamline shear layer which impinges on the underneath surface of the nozzle.

Small pressure perturbations in the Space Shuttle Reusable Solid Rocket Motor (RSRM) are caused by the periodic expulsion of molten aluminum oxide slag from a pool that collects in the aft end of the motor around the submerged nozzle nose during the last half of motor operation. It is suspected that some motors produce more slag than others due to differences in aluminum oxide agglomerate particle sizes that may relate to subtle differences in propellant ingredient characteristics such as particle size distributions or processing variations. A subscale motor experiment was designed to determine the effect of propellant ingredient characteristics on the propensity for slag production. An existing 5 inch ballistic test motor was selected as the basic test vehicle. The standard converging/diverging nozzle was replaced with a submerged nose nozzle design to provide a positive trap for the slag that would increase the measured slag weights. Two-phase fluid dynamic analyses were performed to develop a nozzle nose design that maintained similitude in major flow field features with the full scale RSRM. Detailed predictions for slag accumulation weights during motor burn compared favorably with slag weight data taken from defined zones in the subscale motor and nozzle.

The first full scale test of asbestos-free case insulation materials being developed for the Space Shuttle Reusable Solid Rocket Motor (RSRM) occurred with the static firing of FSM-5 Materials containing a Kevlar substitute fiber were tested in the aft dome of the motor. The substitute materials experienced higher than expected erosion in a narrow circumferential zone close to the case/nozzle joint. The post fire inspection revealed an eroded depression in the insulation surface which extended around the entire circumference of the case. The erosion in this zone was higher than previously experienced with the carbon fiber filled EPDM insulation currently used at this particular location. Two-phase fluid dynamic analyses were conducted to determine the structure of the flow field in the recirculation region underneath the submerged nozzle nose and to define the gas flow and particle impingement environments along the surface of the aft case dome insulation. The results indicated that the non-uniform erosion was due to particles impacting underneath the nozzle nose and forming a sheet of molten aluminum oxide, or slag. The molten slag flows afterwards along the underneath nozzle nose surface as this is the direction of the near surface velocity vectors during the last half of motor burn. This slag layer is then sheared from the nozzle cowl/boot ring surface at the aft end of the cavity and impacts the aft dome case insulation at the location of the severe erosion. This phenomenon happens in every motor but the asbestos-free insulation appears less tolerant to a direct slag impingement environment.

An extensive experimental program has been conducted to determine the aerodynamic characteristics of grenade ribbon stabilizers. While data has been acquired from vertical and horizontal wind tunnel tests, free-flight drop tests, and free-flight gun tests, this paper presents only the data from the horizontal wind tunnel test. During this test, both static and dynamic free-yaw data were obtained at speeds ranging from 90 to 180 feet/second. The test obtained axial force, side force, yawing moment and pitching moment while the grenade was free to yaw, or while statically fixed at a given yaw angle. Analysis of the static and dynamic forces and moments indicates that there are four types of ribbon induced oscillatory motion. These types are presented, as is the zero-yaw drag as a function of ribbon length and ribbon width.

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The NASA Marshall Space Flight Center (MSFC) Flight Mechanics and Analysis
Division developed an Adaptive Augmenting Control (AAC) algorithm for launch vehicles that improves robustness and performance by adapting an otherwise welltuned classical control algorithm to unexpected environments or variations in vehicle dynamics. This AAC algorithm is currently part of the baseline design for the SLS Flight Control System (FCS), but prior to this series of research flights it was the only component of the autopilot design that had not been flight tested. The Space Launch System (SLS) flight software prototype, including the adaptive component, was recently tested on a piloted aircraft at Dryden Flight Research Center (DFRC) which has the capability to achieve a high level of dynamic similarity to a launch vehicle. Scenarios for the flight test campaign were designed
specifically to evaluate the AAC algorithm to ensure that it is able to achieve the expected performance improvements with no adverse impacts in nominal or nearnominal scenarios. Having completed the recent series of flight characterization experiments on DFRC’s F/A-18, the AAC algorithm’s capability, robustness, and reproducibility, have been successfully demonstrated. Thus, the entire SLS control architecture has been successfully flight tested in a relevant environment. This has increased NASA’s confidence that the autopilot design is ready to fly on the SLS
Block I vehicle and will exceed the performance of previous architectures.

Given the complex structural dynamics, challenging ascent performance requirements, and rigorous flight certification constraints owing to its manned capability, the NASA Space Launch System (SLS) launch vehicle requires a proven thrust vector control algorithm design with highly optimized parameters to provide stable and high-performance flight. On its development path to Preliminary Design Review (PDR), the SLS flight control system has been challenged by significant vehicle flexibility, aerodynamics, and sloshing propellant. While the design has been able to meet all robust stability criteria, it has done so with little excess margin. Through significant development work, an Adaptive Augmenting Control (AAC) algorithm has been shown to extend the envelope of failures and flight anomalies the SLS control system can accommodate while maintaining a direct link to flight control stability criteria such as classical gain and phase margin. In this paper, the work performed to mature the AAC algorithm as a baseline component of the SLS flight control system is presented. The progress to date has brought the algorithm
design to the PDR level of maturity. The algorithm has been extended to augment the full SLS digital 3-axis autopilot, including existing load-relief elements, and the necessary steps for integration with the production flight software prototype have been implemented. Several updates which have been made to the adaptive algorithm to increase its performance, decrease its sensitivity to expected external commands, and safeguard against limitations in the digital implementation are discussed with illustrating results. Monte Carlo simulations and selected stressing case results are also shown to demonstrate the algorithm’s ability to increase the robustness of the integrated SLS flight control system.

A robust and flexible autopilot architecture for NASA’s Space Launch System
(SLS) family of launch vehicles is presented. The SLS configurations represent a potentially significant increase in complexity and performance capability when compared with other manned launch vehicles. It was recognized early in the program that a new, generalized autopilot design should be formulated to fulfill the needs of this new space launch architecture. The present design concept is intended to leverage existing NASA and industry launch vehicle design experience and maintain the extensibility and modularity necessary to accommodate multiple vehicle configurations while relying on proven and flight-tested control design
principles for large boost vehicles. The SLS flight control architecture combines a digital three-axis autopilot with traditional bending filters to support robust active or passive stabilization of the vehicle’s bending and sloshing dynamics using optimally blended measurements from multiple rate gyros on the vehicle structure. The algorithm also relies on a pseudo-optimal control allocation scheme to maximize the performance capability of multiple vectored engines while accommodating throttling and engine failure
contingencies in real time with negligible impact to stability characteristics. The architecture supports active in-flight disturbance compensation through the use of nonlinear observers driven by acceleration measurements. Envelope expansion and robustness enhancement is obtained through the use of a multiplicative forward gain modulation law based upon a simple model reference adaptive control scheme.

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A cone-slice-ramp geometry in hypersonic flow produces a pair of vortices which interact with the shockwave-boundary layer interaction at the compression ramp. A cone-slice-ramp with a 20° ramp has been simulated at ground-test conditions with time-accurate implicit large-eddy simulations (ILES) performed in the OVERFLOW computational fluid dynamics solver. This analysis demonstrated global instabilities in the flow around the cone-slice-ramp at the compression ramp and in the shedding of vortices from the frustum leading edge. The vortex structure demonstrates periodicity and consistent dominant spectra, while the SWBLI does not. Results of this ILES analysis were time-averaged and compared to existing RANS data. This comparison showed strong agreement between RANS and ILES, especially in the region upstream of the compression ramp. In the ramp region, ILES illuminates small-scale structures in the flow not captured by transitional RANS analysis.