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At least 127 records · Page 7
All sourcesNASA NTRSDOE OSTI
NASA NTRSDate not supplied

Autonomous Navigation, Guidance, and Control Software in a Low SWaP Box

Onboard autonomy is a necessity for responsive space operations. Autonomous navigation, guidance, and control (NGC) enables space missions to reduce their dependence on high demand ground assets and costly ground personnel. It also allows for in-situ decision making and higher return on mission data. A flight software and hardware system providing this capability, called “autoNGC,” is currently being developed at NASA Goddard Space Flight Center for infusion into multiple future missions. The autoNGC flight software is built on the plug-and-play architecture of the core Flight System (cFS) consisting of the standard cFS apps and newly developed autoNGC interface apps and libraries. The various apps cooperate through communication over the message-based software bus. With the plug-and-play architecture of autoNGC, cFS apps can easily be added and replaced to meet the needs of different missions, even after launch. The first flight software release of autoNGC is targeted for Summer 2024 to provide autonomous navigation at the Moon and beyond. It can perform sensor fusion of multiple measurement types including pseudo-range from a Global Navigation Satellite System (GNSS) receiver (including weak signal), 1-way and 2-way range and Doppler from ground stations (i.e., direct to Earth (DTE)), bearing and range from optical camera images, and accelerometer data. Accurate onboard navigation and timing is obtained through the Goddard Enhanced Onboard Navigation System (GEONS) software library which fuses different measurement types through an extended Kalman filter (EKF) framework. Optical measurements that are ingested in GEONS are first extracted from optical images by the cFS Goddard Image Analysis and Navigation Tool (cGIANT) app. If the imaged body is far enough away that it appears as a pixel or cluster of pixels, then bearing angles to the body centroid can be provided. If the body is close enough and the shape is known coarsely, then bearing angles and range to the body centroid can be derived from the limb. Bearing angles to individual surface features can also be extracted (i.e., terrain relative navigation (TRN)). Onboard guidance and control capabilities are being developed for a future release to perform autonomous station-keeping and trajectory correction maneuvers in multiple orbital regimes. Capabilities to enable distributed systems missions and constellations, such as crosslink measurements, and onboard time management are being developed as well. The first hardware implementation of autoNGC is a minimal size, weight, and power (SWaP) design allowing for inclusion into CubeSats and SmallSat-size buses. Advancements in miniaturized space processors, such as the SpaceCube 3.0 Mini and the SpaceCube Mini-Z are utilized for low SWaP while maintaining a high level of performance. The current enclosure design is 12 cm x 17 cm x 13.5 cm. The box mass is expected to be less than 2 kg, and the nominal power is 21 W. In order to accommodate a wide range of missions, the hardware interfaces are designed for flexibility with a variety of sensor inputs. Through comprehensive testing in the software-in-the-loop, processor-in-the-loop, and hardware-in-the-loop test beds that are concurrently being developed, autoNGC is expected to achieve TRL 6 by late 2024.

Sun Hur-Diaz↗
DOE OSTI2026

A Proof for the Unbiased Nature of Range-Doppler Measurements in Coarse-Resolution Dechirp-on-Receive Feedback Synthetic Aperture Radar Navigation

In feedback synthetic aperture radar (SAR) navigation, observables extracted from SAR range-Doppler images correct position and velocity errors accumulated within an associated navigation system. Unlike most other sensors, which produce measurements without input from a navigation system, SARs require a prior estimate of the radar’s position and velocity to adjust the radar’s matched filter during range-Doppler image formation. Consequently, it is possible for position and velocity errors within a navigation system to manifest as additional errors (biases) in the range-Doppler measurement observables. Prior work has not tackled this possibility in the context of feedback SAR navigation with a dechirp-on-receive radar. This paper offers a proof demonstrating that range-Doppler observables extracted from coarse-resolution vertical SAR images formed with a dechirp-on-receive radar may be safely modeled as unbiased measurements of the radar’s true position and velocity despite the presence of moderate navigation errors.

dechirp-on-receive↗
NASA NTRS2013

Navigating a Crewed Lunar Vehicle Using LiASION

This paper examines the benefits of navigating a crewed vehicle at the Moon using both ground tracking and satellite-to-satellite tracking, where the tracking satellite is stationed in a lunar halo orbit. Linked Autonomous Interplanetary Satellite Orbit Navigation (LiAISON) is a new technique that has been shown to dramatically improve the navigation of lunar satellites, libration orbiters, and Earth orbiting satellites using simple scalar satellite-to-satellite observations, such as range or Doppler. In this paper, LiAISON is applied to the problem of navigations a crewed vehicle in low lunar orbit. It has been found that adding LiAISON observations to a ground navigation solution improves the navigation enough to reduce the number of active ground tracking stations from six to three.

Linked Autonomous Interplanetary Satellite Orbit N↗
NASA NTRS2006

Navigation and EDL for the Mars Exploration Rovers

A viewgraph presentation on Deep Space Navigation, and Entry, Decent, and Landing (EDL) for Mars Exploration Rovers is shown. The contents include: 1) JPL Spacecraft Operating across the Solar System; 2) 2003 - 2004: The Busiest Period in JPL's History; 3) Deep Space Navigation Will Enable Many of the New NASA Missions; 4) What Exactly is Navigation vs. GNC for Deep Space?; 5) Cruise and Approach: Why is Deep Space Navigation So Difficult?; 6) Project Importance of GNC: Landing Site Selection; 7) Planetary Communications and Tracking; 8) Tracking Data Types; 9) Delta Differential One-Way Range (deltaDOR); 10) All Solutions Leading up to TCM-4 Design; 11) Entry Flight Path Sensitivities; 12) MER Navigation Results; 13) Atmospheric Entry Targeting and Delivery; 14) Landing Ellipse Orientation; 15) MER Landing Site Trade Example; 16) Entry, Descent and Landing: Entry Guidance or What Things Do We NOT do for MER Landings (but we will later...); 17) Entering Martian Space 8:29 p.m. PST (ERT); 18) Entry, Descent and Landing; 19) Entry, Descent and Landing: Terminal Guidance; 20) The Challenge Going from 12,000 mph to Zero in Less Than Six Minutes; 21) Spirit Landing Location; 22) Entry, Descent and Landing: The Future; 23) Powered Descent Time-Line; and 24) Updated Sky Crane Maneuver Description. A short summary is also given on planetary guidance, navigation and control as it pertains to EDL systems

Mars Exploration Rover (MER)↗
NASA NTRS2016

Global Positioning System Navigation Above 76,000 km for NASA's Magnetospheric Multiscale Mission

NASA's Magnetospheric Multiscale (MMS) mission, launched in March of 2015, consists of a controlled formation of four spin-stabilized spacecraft in similar highly elliptic orbits reaching apogee at radial distances of 12 and 25 Earth radii (RE) in the first and second phases of the mission. Navigation for MMS is achieved independently on-board each spacecraft by processing Global Positioning System (GPS) observables using NASA Goddard Space Flight Center (GSFC)'s Navigator GPS receiver and the Goddard Enhanced Onboard Navigation System (GEONS) extended Kalman filter software. To our knowledge, MMS constitutes, by far, the highest-altitude operational use of GPS to date and represents a high point of over a decade of high-altitude GPS navigation research and development at GSFC. In this paper we will briefly describe past and ongoing high-altitude GPS research efforts at NASA GSFC and elsewhere, provide details on the design of the MMS GPS navigation system, and present on-orbit performance data from the first phase. We extrapolate these results to predict performance in the second phase orbit, and conclude with a discussion of the implications of the MMS results for future high-altitude GPS navigation, which we believe to be broad and far-reaching.

GPS↗
NASA NTRS2016

GPS Navigation Above 76,000 km for the MMS Mission

NASA's MMS mission, launched in March of 2015,consists of a controlled formation of four spin-stabilized spacecraft in similar highly elliptic orbits reaching apogee at radial distances of 12and 25 Earth radii in the first and second phases of the mission. Navigation for MMS is achieved independently onboard each spacecraft by processing GPS observables using NASA GSFC's Navigator GPS receiver and the Goddard Enhanced Onboard Navigation System (GEONS) extended Kalman filter software. To our knowledge, MMS constitutes, by far, the highest-altitude operational use of GPS to date and represents the culmination of over a decade of high-altitude GPS navigation research and development at NASA GSFC. In this paper we will briefly describe past and ongoing high-altitude GPS research efforts at NASA GSFC and elsewhere, provide details on the design of the MMS GPS navigation system, and present on-orbit performance data. We extrapolate these results to predict performance in the Phase 2b mission orbit, and conclude with a discussion of the implications of the MMS results for future high-altitude GPS navigation, which we believe to be broad and far-reaching.

MMS↗
NASA NTRS2017

Global Positioning System Navigation Above 76,000 km for NASA's Magnetospheric Multiscale Mission

NASA's Magnetospheric Multiscale (MMS) mission, launched in March of 2015, consists of a controlled formation of four spin-stabilized spacecraft in similar highly elliptic orbits reaching apogee at radial distances of 12 and 25 Earth radii (RE) in the first and second phases of the mission. Navigation for MMSis achieved independently on-board each spacecraft by processing Global Positioning System (GPS) observables using NASA Goddard Space Flight Center (GSFC)'s Navigator GPS receiver and the Goddard Enhanced Onboard Navigation System (GEONS) extended Kalman filter software. To our knowledge, MMS constitutes, by far, the highest-altitude operational use of GPS to date and represents a high point of over a decade of high-altitude GPS navigation research and development at GSFC. In this paper we will briefly describe past and ongoing high-altitude GPS research efforts at NASA GSFC and elsewhere, provide details on the design of the MMS GPS navigation system, and present on-orbit performance data from the first phase. We extrapolate these results to predict performance in the second phase orbit, and conclude with a discussion of the implications of the MMS results for future high-altitude GPS navigation, which we believe to be broad and far-reaching.

navigation↗
NASA NTRS2023

Lunanet Position, Navigation, and Timing Services and Signals, Enabling the Future of Lunar Exploration

The International Space Exploration Coordination Group established in 2018 the 3rd edition of the Global Exploration Roadmap (ISECG, 2018) that aims to achieve Mars human surface activities and identifies the exploration of the Moon as a critical intermediate step. A supplement covering updates on surface exploration scenarios was released in 2020 (ISECG, 2020). The Artemis Accords (NASA Artemis, 2020), first signed in October 2020, now includes over two dozen nations, in an agreement on the principles for best practices, including interoperability. In September 2022 the National Aeronautics and Space Administration (NASA) introduced the Moon to Mars Objectives highlighting recurring tenets of collaboration with international and industry partners and interoperability, along with infrastructure objectives for Position, Navigation, and Timing (PNT). The successful Artemis 1 mission paved the way to the ambitious plans to establish a sustainable human presence on the Moon. Just a few months after Artemis 1 launch (NASA, 2022), iSpace HAKUTO-R Mission1 (iSpace, 2022) launched, being the first-ever mission launched by a commercial launch service provider aiming to land on the lunar surface. The NASA Artemis program plans initial crewed landings and surface traverses in 2025, supported by the Lunar Gateway. Regular launches will follow to build the lunar systems for a sustained presence as presented in the Artemis Plan (NASA Artemis Plan, 2020), (NASA, 2022). NASA’s contracts with commercial providers through the Commercial Lunar Payload Services program (CLPS, (NASA, n.d.)) will deliver science and technology demonstration missions to the Moon starting in November 2023. The European Space Agency (ESA) Argonaut (ESA Argonaut, 2022) program plans to have recurrent missions to bring payloads to the lunar surface, supporting lunar exploration. These are just a few examples of planned missions that will target Earth’s natural satellite in the next decade, with forecasts of tens of missions per year (NSR, 2022), (Euroconsult, 2020). The large number of missions and the complexity of landing and operating are expected to demand a change of paradigm from the current Earth-based communication and navigation services, that may be combined with onboard sensors. In recent years, several agencies have proposed to deploy cislunar communication and navigation services to support lunar missions (NASA LCRNS, 2022), (ESA Moonlight, 2022), (JAXA, 2022)). All these proposals seek to deploy service-providing satellites in lunar orbit to ease the user missions’ operations. The PNT services objective is to support all types of lunar users (e.g.: orbiters, landers, ascent vehicles, surface crew, rovers, and deployed science payloads). At the same time, NASA and ESA initiated an effort to define a common framework to ensure interoperability among different service providers: the LunaNet framework. The LunaNet Interoperability Specification (NASA and ESA, 2023) covers communication, PNT, and auxiliary services, by establishing a common set of requirements to ensure interoperability. This conference contribution will present the LunaNet PNT services, focusing on the Lunar Augmented Navigation Service (LANS) that would be provided by a system that resembles the Global Navigation Satellite System (GNSS) concept on Earth: constellations of satellites broadcasting a radio navigation signal synchronized to a common reference clock, with augmentations to accommodate users’ needs in an environment away from Earth. This paper includes a description of the high-level LANS concept, and the basic principles defined to ensure interoperability. In addition, it will describe the common S-band PNT Augmented Forward Signal (AFS) and common messages to be adopted for compliance with the LunaNet framework, and the justification of the selected approach.

LunaNet↗
NASA NTRS1972

Navigation strategy and filter design for solar electric missions

Methods which have been proposed to improve the navigation accuracy for the low-thrust space vehicle include modifications to the standard Sequential- and Batch-type orbit determination procedures and the use of inertial measuring units (IMU) which measures directly the acceleration applied to the vehicle. The navigation accuracy obtained using one of the more promising modifications to the orbit determination procedures is compared with a combined IMU-Standard. The unknown accelerations are approximated as both first-order and second-order Gauss-Markov processes. The comparison is based on numerical results obtained in a study of the navigation requirements of a numerically simulated 152-day low-thrust mission to the asteroid Eros. The results obtained in the simulation indicate that the DMC algorithm will yield a significant improvement over the navigation accuracies achieved with previous estimation algorithms. In addition, the DMC algorithms will yield better navigation accuracies than the IMU-Standard Orbit Determination algorithm, except for extremely precise IMU measurements, i.e., gyroplatform alignment .01 deg and accelerometer signal-to-noise ratio .07. Unless these accuracies are achieved, the IMU navigation accuracies are generally unacceptable.

Tapley, B. D.↗
NASA NTRS1978

FAA navigation program

The FAA navigation program, which includes two major activity areas: those associated with certification of navigation systems to meet current requirements and those associated with building the data base needed to define future system improvements is examined. The near term activities, including the VORTAC upgrading program, the development of the technical data base needed for certification of LORAN C and OMEGA as a part of the current air navigation system, and the development of area navigation standards are examined in regard to cost factors and user requirements. Future system activities discussed include analysis of alternative system configurations made up of system elements including VORTAC VOR-DME, OMEGA and differential OMEGA, LORAN C, and GPS. The interrelationships between the near and far term programs are discussed. A helicopter IFR program which includes an assessment of the operational suitability of several navigation system alternatives for meeting helicopter navigation requirements for CONUS and offshore operations is reported.

Blake, N. A.↗
NASA NTRS1982

Space Shuttle Orbiter descent navigation

The entry operational sequence (OPS 3) begins approximately 2 hours prior to the deorbit maneuver and continues through atmospheric entry, terminal area energy management (TAEM), approach and landing, and rollout. During this flight phase, the navigation state vector is estimated by the Space Shuttle Orbiter onboard navigation system. This estimate is computed using a six-element sequential Kalman filter, which blends inertial measurement unit (IMU) delta-velocity data with external navaid data. The external navaids available to the filter are tactical air navigation (TACAN), barometric altimeter, and microwave scan beam landing system (MSBLS). Attention is given to the functional design of the Orbiter navigation system, the descent navigation sensors and measurement processing, predicted Kalman gains, correlation coefficients, and current flights navigation performance.

Montez, M. N.↗
NASA NTRS1982

Shuttle navigation overview

Space Shuttle onboard navigation system tasks are related to position and velocity determination, attitude determination, sensor management, sensor Redundancy Management (RM), and navigation-related functions such as transformations, timing system utilization, and user processing for displays, guidance, and flight control. It is pointed out that Shuttle navigation is different in at least two areas from previous manned space flight navigation. The differences are related to the use of multiple units to provide protection from increased risk of failure of off-the-shelf-type equipment used for more than one flight, and the need to land at a runway. Attention is given to the navigation sensor system, the Shuttle Inertial Measurement Units, the Shuttle Star Tracker, the Crew Optical Alinement Sight, the Shuttle Tacan, the Air Data Subsystem, and aspects of navigation system mechanization.

Savely, R. T.↗
NASA NTRS1987

Summary of paper: Area navigation implementation for a microcomputer-based Loran-C receiver

The development of an area navigation program and the implementation of this software on a microcomputer-based Loran-C receiver to provide high-quality, practical area navigation information for general aviation are described. This software provides range and bearing angle to a selected waypoint, cross-track error, course deviation indication (CDI), ground speed, and estimated time of arrival at the waypoint. The range/bearing calculation, using an elliptical Earth model, provides very good accuracy; the error does not exceed more than -.012 nm (range) or 0.09 degree (bearing) for a maximum range to 530 nm. The alpha-beta filtering is applied in order to reduce the random noise on Loran-C raw data and in the ground speed calculation. Due to alpha-beta filtering, the ground speed calculation has good stability for constant or low-accelerative flight. The execution time of this software is approximately 0.2 second. Flight testing was done with a prototype Loran-C front-end receiver, with the Loran-C area navigation software demonstrating the ability to provide navigation for the pilot to any point in the Loran-C coverage area in true area navigation fashion without line-of-sight and range restriction typical of VOR area navigation.

Oguri, Fujiko↗
NASA NTRS1989

Shuttle tethered operations: The effect on orbital trajectory and inertial navigation

The first full scale test of a large tethered satellite system is planned. The Orbiter will be linked to a 500 kg payload by a 20 km tether, an action with a profound effect on the trajectory of the Orbiter. For the first time in the history of the Shuttle program, the vehicle will conduct prolonged operations with the center of mass of the orbiting system a significant distance from the center of mass of the Space Shuttle Orbiter, a violation of the fundamental assumption made in both the Orbiter ground-based and onboard navigation software. Inertial navigation of tethered operations with the Shuttle is further complicated by the presence of non-conservative forces in the system: Reaction Control System (RCS) translational effects, atmospheric drag, and electro-magnetic dynamics. These can couple with the conservative tether dynamics effects, and degrade the navigation software performance. The primary effects are examined on the Orbiter's trajectory, coupling by conservative forces during tethered operations, and the impact of both on the ability to meet inertial navigation constraints. The impact of electrodynamics, different RCS control modes, commanded attitudes, and attitude deadbands are presented. Operational guidelines which optimize successful mission navigation, and necessary navigation constraints are discussed.

Lardas, Mark N.↗
NASA NTRS1990

Sole means navigation and integrity through hybrid Loran-C and NAVSTAR GPS

A sole means navigation system does not only call for integrity, but also for coverage, reliability, availability and accuracy. Even though ground monitored GPS will provide integrity, availability is still not sufficient. One satellite outage can affect a large service area for several hours per day. The same holds for differential GPS; a total satellite outage cannot be corrected for. To obtain sufficient coverage, extra measurements are needed, either in the form of extra GPS satellites (expensive) or through redundant measurements from other systems. LORAN-C is available and will, hybridized with GPS, result in a system that has the potential to satisfy the requirements for a sole means navigation system for use in the continental United States. Assumptions are made about the qualification sole means, mainly based on current sole means systems such as VOR/DME. In order to allow for system design that will satisfy sole means requirements, it is recommended that a definition of a sole means navigation system be established. This definition must include requirements for availability, reliability, and integrity currently not specified. In addition to the definition of a sole means navigation system, certification requirements must be established for hybrid navigation systems. This will allow for design and production of a new generation of airborne navigation systems that will reduce overall system costs and simplify training procedures.

Vangraas, Frank↗
NASA NTRS1990

Optical navigation during the Voyager Neptune encounter

Optical navigation techniques were required to successfully complete the planetary exploration phase of the NASA deep-space Voyager mission. The last of Voyager's planetary encounters, with Neptune, posed unique problems from an optical navigation standpoint. In this paper we briefly review general aspects of the optical navigation process as practiced during the Voyager mission, and discuss in detail particular features of the Neptune encounter which affected optical navigation. New approaches to the centerfinding problem were developed for both stars and extended bodies, and these are described. Results of the optical navigation data analysis are presented, as well as a description of the optical orbit determination system and results of its use during encounter. Partially as a result of the optical navigation processing, results of scientific significance were obtained. These results include the discovery and orbit determination of several new satellites of Neptune and the determination of the size of Triton, Neptune's largest moon.

Riedel, J. E.↗
NASA NTRS1990

High-accuracy Mars approach navigation with radio metric and optical data

The aerocapture of a space vehicle on hyperbolic approach to Mars results in tight navigation requirements at atmospheric entry. The purpose of this paper is to examine several different methods for approach navigation and to determine what accuracies are possible. The methods are broken into four groups as follows (1) navigation with only Deep Space Network (DSN) tracking of the approach vehicle, (2) navigation with the DSN plus ranging between the approach vehicle and spacecraft in orbit about Mars, (3) navigation with the DSN plus optical data involving the Martian moons, and (4) navigation with DSN range data and differenced range data involving the approach spacecraft and orbiters at Mars. If the current modeling errors that affect earth-based radio metric data, such as errors in tracking station locations, the Martian ephemeris, and differences in the quasar and planetary coordinate frames, are improved, then perhaps earth-based tracking could meet the entry error requirements imposed by aerocapture. If not, then the other three options of intervehicular range, optical data, or differenced range provide highly accurate entry knowledge at least twelve hours before entry.

Konopliv, Alex↗
NASA NTRS1991

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

This paper describes the results of an integrated navigation and pointing system software development effort sponsored by the NASA MSFC through a SBIR Phase 2 Program. The integrated Global Positioning System (GPS)/Inertial Navigation System (INS) implements an autonomous navigation filter that is reconfigurable in real-time to accommodate mission contingencies. An onboard expert system monitors the spacecraft status and reconfigures the navigation filter accordingly, to optimize the system performance. The navigation filter is a multi-mode Kalman filter to estimate the spacecraft position, velocity, and attitude. Three different GPS-based attitude determination techniques, namely, velocity vector matching, attitude vector matching, and interferometric processing, are implemented to encompass different mission contingencies. The integrated GPS/INS navigation filter will use any of these techniques depending on the mission phase and the state of the sensors. The first technique, velocity vector matching, uses the GPS velocity measurement to estimate the INS velocity errors and exploits the correlation between INS velocity and attitude errors to estimate the attitude. The second technique, attitude vector matching, uses INS gyro measurements and GPS carrier phase (integrated Doppler) measurements during a spacecraft rotation maneuver to determine the attitude. Both of these techniques require only one GPS antenna onboard to determine the spacecraft attitude. The third technique, interferometric processing, requires use of multiple GPS antennae. In order to determine 3-axis body attitude, three GPS antennae (2 no-coplanor baselines) are required.

Upadhyay, Triveni N.↗