Project of Ariane 5 LV family advancement by use of reusable fly-back boosters (named “Bargouzine”)

The paper concerns possible concept variants of a partially reusable Heavy-Lift Launch Vehicle derived from the advanced basic launcher (Ariane-2010) by means of substitution of the EAP Solid Rocket Boosters for a Reusable Starting Stage consisting two Liquid-propellant Reusable Fly-Back Boosters called “Bargouzin”.This paper describes the status of the presently studied RFBB concepts during its three phases.The first project phase was dedicated to feasibility expertise of liquid-rocket reusable fly-back boosters (“Baikal” type) utilization for heavy-lift space launch vehicle. The design features and main conclusions are presented.The second phase has been performed with the purpose of selection of preferable concept among the alternative ones for the future Ariane LV modernization by using RFBB instead of EAP Boosters. The main requirements, logic of work, possible configuration and conclusion are presented. Initial aerodynamic, ballistic, thermoloading, dynamic loading, trade-off and comparison analysis have been performed on these concepts.The third phase consists in performing a more detailed expertise of the chosen LV concept. This part summarizes some of the more detailed results related to flight performance, system mass, thermoprotection system, aspects of technologies, ground complex modification, comparison analyses and conclusion.     

Project of Ariane 5 LV family advancement by use of reusable fly-back boosters (named “Bargouzine”)

The paper concerns possible concept variants of a partially reusable Heavy-Lift Launch Vehicle derived from the advanced basic launcher (Ariane-2010) by means of substitution of the EAP Solid Rocket Boosters for a Reusable Starting Stage consisting two Liquid-propellant Reusable Fly-Back Boosters called “Bargouzin”.This paper describes the status of the presently studied RFBB concepts during its three phases.The first project phase was dedicated to feasibility expertise of liquid-rocket reusable fly-back boosters (“Baikal” type) utilization for heavy-lift space launch vehicle. The design features and main conclusions are presented.The second phase has been performed with the purpose of selection of preferable concept among the alternative ones for the future Ariane LV modernization by using RFBB instead of EAP Boosters. The main requirements, logic of work, possible configuration and conclusion are presented. Initial aerodynamic, ballistic, thermoloading, dynamic loading, trade-off and comparison analysis have been performed on these concepts.The third phase consists in performing a more detailed expertise of the chosen LV concept. This part summarizes some of the more detailed results related to flight performance, system mass, thermoprotection system, aspects of technologies, ground complex modification, comparison analyses and conclusion.     

A liquid propulsion panorama

Liquid-propellant rocket engines are widely used all over the world, thanks to their high performances, in particular high thrust-to-weight ratio. The present paper presents a general panorama of liquid propulsion as a contribution of the IAF Advanced Propulsion Prospective Group.After a brief history of its past development in the different parts of the world, the current status of liquid propulsion, the currently observed trends, the possible areas of future improvement and a summarized road map of future developments are presented. The road map includes a summary of the liquid propulsion status presented in the “Year in review 2007” of Aerospace America.Although liquid propulsion is often seen as a mature technology with few areas of potential improvement, the requirements of an active commercial market and a renewed interest for space exploration has led to the development of a family of new engines, with more design margins, simpler to use and to produce associated with a wide variety of thrust and life requirements.     

直接侧向力/气动力复合控制系统的特征参数

为考察在大气层内拦截弹上应用直接侧向力与气动力复合控制同应用纯气动力控制的本质区别,依据连续系统跟踪性能极限的研究成果,提出以复合控制对象的非最小相位零点作为描述复合控制系统性能的特征参数。气动力回路控制对象含有一个离虚轴较近的非最小相位零点;而通过合理设计气动力控制器,直接侧向力控制对象只包含一个离虚轴较远的非最小相位零点,复合控制系统的跟踪性能可望比纯气动力的更好。设计实例对此进行了分析,揭示了非最小相位零点在控制器设计中的重要作用。     

Design of meo constellations for galileo: towards a “design to cost” approach

GALILEO aims at involving Europe in a new generation of satellite navigation services. In the context of the phase A of this programme, many system options are still widely open: detailed requirements, constraints and hypotheses are not yet fully stabilised.In order to design a satellite constellation satisfying civil aviation and other users needs in this early stage of the system definition, it is necessary not only to take into account classical performance aspects, such as accuracy and availability of accuracy, but also cost constraints. The paper describes the design and dimensioning method which has led ALCATEL to propose a set of MEO constellations in the frame of the GALILEO project for ESA. It especially places emphasis upon the sensitivity of the system design to numerous parameters as well as its sensitivity to performance requirements.Potential candidate constellations obviously need to meet given performance specifications which are determined by operational aspects such as: satellite reliability, maintenance strategy (spare in orbit, launch on schedule, launch on need), deployment strategy (launcher choice, etc.). The estimated cost of a potential solution is mainly derived from the number of satellites and the deployment/maintenance strategy, but it is representative of the whole life-cycle of the constellation. Furthermore, the exhibited solution shall be “as robust as” possible to requirement or assumption changes. So, it should be a baseline solution that could be easily updated in order to take into account small upgrades.This has led to the performance of some trend analyses to understand the actual influence of some constraints or requirements on the system design, and to see how initial requirements can be efficiently relaxed in order to obtain the maximum system cost diminution for a minimum constraint relaxation. This will be very useful, if cost reduction is necessary, to quickly propose alternative or sub-solutions to the baseline one.     

火箭垂直回收多阶段最优轨迹规划方法

针对火箭高空再入定点回收,基于凸优化方法提出一种考虑气动力和推力控制的多阶段轨迹优化方法。在气动减速段,通过控制总攻角,实现气动升力和阻力的调制。由于气动力连续变化,使用Legendre-Gauss-Radau伪谱离散方法进行离散化,利用较少的离散点实现较高的数值精度。在动力减速段,推力矢量为控制变量。由于推力调节可能出现不连续,采用等距离散方法进行离散。在此基础上,将发动机开、关机时间也作为优化变量,并考虑各种约束,构建了多阶段离散最优控制模型。使用无损凸化方法对升力约束和推力约束进行松弛,并通过逐次凸化消除由气动力、自由时间变量以及质量引入的非凸约束,最终将问题描述为序列迭代求解的二阶锥规划问题(SOCP)。通过仿真校验,经过少量的逐次凸化迭代,可快速收敛到最优解,且落点调节范围更大,燃料更省。     

Autonomic function testing aboard the ISS using “PNEUMOCARD”

Investigations of blood pressure, heart rate (HR), and heart rate variability (HRV) during long term space flights on board the “ISS” have shown characteristic changes of autonomic cardiovascular control. Therefore, alterations of the autonomic nervous system occurring during spaceflight may be responsible for in- and post-flight disturbances. The device “Pneumocard” was developed to further investigate autonomic cardiovascular and respiratory function aboard the ISS. The hard-software diagnostic complex “Pneumocard” was used during in-flight experiment aboard ISS for autonomic function testing. ECG, photoplethysmography, respiration, transthoracic bioimpedance and seismocardiography were assessed in one male cosmonaut (flight lengths six month). Recordings were made prior to the flight, late during flight, and post-flight during spontaneous respiration and controlled respiration at different rates.HR remained stable during flight. The values were comparable to supine measurements on earth. Respiratory frequency and blood pressure decreased during flight. Post flight HR and BP values increased compared to in-flight data exceeding pre-flight values. Cardiac time intervals did not change dramatically during flight. Pulse wave transit time decreased during flight. The maximum of the first time derivative of the impedance cardiogram, which is highly correlated with stroke volume was not reduced in-flight.Our results demonstrate that autonomic function testing aboard the ISS using “Pneumocard” is feasible and generates data of good quality. Despite the decrease in BP, pulse wave transit time was found reduced in space as shown earlier. However, cardiac output did not decrease profoundly in the investigated cosmonaut.Autonomic testing during space flight detects individual changes in cardiovascular control and may add important information to standard medical control. The recent plans to support a flight to Mars, makes these kinds of observations all the more relevant and compelling.     

火箭助推器从芯级飞行器动态分离过程的数值模拟

利用弹簧近似和网格重构相结合的非结构动网格技术，耦合求解Euler方程及弹道方程，时间方向采用四步Runge-Kutta方法，空间方向采用改进Barth和Jespersen限制器的通量分裂方法，数值模拟火箭助推器从芯级飞行器动态分离动力学过程。首先，计算单独芯级飞行器流场，与实验数据相比，符合较好；其次，计算火箭助推器和芯级飞行器组合体流场，得到分离前状态和气动力特性；在此基础上，比较采用弹簧和火箭作为控制力的两种分离方案，研究两侧火箭助推器分离不同步、攻角、侧滑角等因素的影响。研究表明，弹簧分离初期火箭助推器位移和姿态主要取决于弹簧控制力，弹簧全部断裂后气动力的影响加快姿态发散，在给定的设计参数条件下，可以实现安全分离；火箭分离存在复杂的喷流干扰，喷流对助推器的包裹作用使得分离初期自由来流影响较小；另外，分离过程对芯级飞行器的气动干扰不容忽视。     

The navigational experiments on microgravitational space platform “FOTON-M2”

This paper presents the review of results of the navigating experiments which have been carried out during flight of microgravitational space platform (MSP) Foton-M2 in May–June 2005. The brief characteristic of the created MIRAGE–M equipment consisting from magnitometric system and satellite radionavigation receiver is given. The measurements have allowed to restore unguided MSP movement and to estimate a level of microaccelerations (microgravitations) onboard during flight, and have provided precision time-position binding of the research experiments. The data from the equipments transmitted on the telemetering channel have allowed testing the information technologies of virtual support of experiments in space. Flight testing of the equipment has allowed make a conclusion on usefulness of accommodation onboard the small-sized auxiliary navigating system focused for work with users of research experiments. The experiments on MSP Foton-M2 are the development of experiments with MIRAGE equipment carried out in 1999 during flight time of MSP Foton-12 [N.D. Semkin, V.V. Ivanov, V.I. Abrushkin, V.L. Balakin, I.V. Belokonov, K.E. Voronov, The experiments with magnetic fields formed by technical equipment inside Foton-12 spacecraft: the results of the MIRAGE experiments, in: Proceedings of International Conference “Scientific and Technological Experiments on Russian Foton/Bion Recoverable Satellites: Results, Problems and Outlooks”, 25–30 June 2000, pp. 116–122; V.L. Balakin, I.V. Belokonov, V.V. Ivanov, “Determination of motion of spacecraft Foton-12 as a result of magnetic fields measurement in MIRAGE experiment”, pp. 231–238 (published in the same place)].Paper is executed within the framework of the grant of the Russian Fund of Fundamental Researches 06-08-00244.     

运载火箭助推器伞控回收方案及安全性分析

近年来民营航天公司在火箭回收技术上取得了巨大的突破和成功,受到了广泛关注,各国各种先进回收技术和方案也在验证中,我国也已加速开展回收方案论证和试验验证。提出了一种简单可靠、子系统成熟、成本低廉且具备快速搭载飞行试验演示验证条件的回收方案,该方案采取伞降减速、翼伞落点控制及支腿着陆防护的方式回收助推器,可以作为我国火箭回收工程实践的第一步,为后续回收技术研究和实践积累经验和数据。通过助推器分离仿真分析、再入过程气动计算及姿态仿真计算表明助推器回收方案不影响主飞行任务安全性,再入回收过程可控,具备工程实施的可行性。     

国外单组元变推力发动机应用与关键技术

介绍了国外单组元变推力发动机的应用现状,阐释了单组元变推力发动机的结构和设计原理,总结了研制和改进过程中的关键技术,主要包括径向双层夹套催化床设计、径向喷注器设计、流量稳定调节技术和催化床空穴控制技术等。美国为火星软着陆研制的MR-80和MR-80B无水肼单组元变推力发动机分别应用于“海盗”号和“好奇”号着陆器下降级推进系统。MR-80发动机可实现275~2835 N变推力调节,推力变比为10∶1,比冲为205 s,呈120°均布于“海盗”号着陆器三角形基座的长边。“好奇”号下降级推进系统由2个高压氦气瓶、3个推进剂贮箱、8台单组元变推力发动机、8台单组元250 N姿控发动机、1个压力控制组件和3个推进剂控制组件组成,MR-80B发动机可产生31~3603 N的真空推力,推力变比达到100∶1,比冲范围为204~223 s。     

Innovations for competitiveness: European views on “better-faster-cheaper”

The paper elaborates on “ lessons learned” from two recent ESA workshops, one focussing on the role of Innovation in the competitiveness of the space sector and the second on technology and engineering aspects conducive to better, faster and cheaper space programmes. The paper focuses primarily on four major aspects, namely:

1. a) the adaptations of industrial and public organisations to the global market needs;

2. b) the understanding of the bottleneck factors limiting competitiveness;

3. c) the trends toward new system architectures and new engineering and production methods;

4. d) the understanding of the role of new technology in the future applications.

Under the pressure of market forces and the influence of many global and regional players, applications of space systems and technology are becoming more and more competitive. It is well recognised that without major effort for innovation in industrial practices, organisations, R&D, marketing and financial approaches the European space sector will stagnate and loose its competence as well as its competitiveness. It is also recognised that a programme run according to the “better, faster, cheaper” philosophy relies on much closer integration of system design, development and verification, and draws heavily on a robust and comprehensive programme of technology development, which must run in parallel and off-line with respect to flight programmes.

A company's innovation capabilities will determine its future competitive advantage (in time, cost, performance or value) and overall growth potential. Innovation must be a process that can be counted on to provide repetitive, sustainable, long-term performance improvements. As such, it needs not depend on great breakthroughs in technology and concepts (which are accidental and rare). Rather, it could be based on bold evolution through the establishment of know-how, application of best practices, process effectiveness and high standards, performance measurement, and attention to customers and professional marketing. Having a technological lead allows industry to gain a competitive advantage in performance, cost and opportunities. Instrumental to better competitiveness is an R&D effort based on the adaptation of high technology products, capable of capturing new users, increasing production, decreasing the cost and delivery time and integrating high level of intelligence, information and autonomy. New systems will have to take in to account from the start what types of technologies are being developed or are already available in other areas outside space, and design their system accordingly. The future challenge for “faster, better, cheaper” appears to concern primarily “cost-effective”, performant autonomous spacecraft, “cost-effective”, reliable launching means and intelligent data fusion technologies and robust software serving mass- market real time services, distributed via EHF bands and Internet.

In conclusion, it can be noticed that in the past few years new approaches have considerably enlarged the ways in which space missions can be implemented. They are supported by true innovations in mission concepts, system architecture, development and technologies, in particular for the development of initiatives based on multi-mission mini-satellites platforms for communication and Earth observation missions. There are also definite limits to cost cutting (such as lowering heads counts and increasing efficiency), and therefore the strategic perspective must be shifted from the present emphasis on cost-driven enhancement to revenue-driven improvements for growth. And since the product life-cycle is continuously shortening, competitiveness is linked very strongly with the capability to generate new technology products which enhance cost/benefit performance.     

A new generation of space engines

A primary method of launching future spacecraft will be the Space Transportation System (STS). Studies have identified minimum length stages capable of lifting heavy and deployed payloads from the STS low-Earth orbit to geosynchronous Earth orbit using storage or cryogenic propulsion systems.

Aerojet TechSystems is presently developing two engines suitable for these stages, a storable engine in the few thousand pound thrust range, and a cryogenic engine with a thrust of only a few hundred pounds. The stringent life and performance requirements of these engines offer new technical challenges which can only be met through the consequent employment of novel materials and processes for the storable engine and through innovative design concepts for the cryogenic engine. The storable engine breadboard testing has been accomplished, and the flightweight development program will be complete by the end of this decade. A qualified engine is anticipated for service in the early 1990 time frame. The low thrust cryogenic engine lags this storable engine by approximately three years in development and availability.

This paper discusses the technical issues, their solutions, and the development status of these two engines.     

Numerical experiments for supersonic and hypersonic flows

This paper contains the results of numerical experiments carried out by means of a modified non-stationary “large particle” method developed for the investigation of properties of both steady and non-steady flows associated with complicated gasdynamic problems. In the solution obtained by numerical analysis one may observe the formation of shock waves, local supersonic zones, separation regions with recirculation, and similar effects. Such phenomena are all of significance to a great number of practical problems.     

European initiative & strategy for prioritising and harmonising space technology R&D

This document outlines the objectives, strategy guidelines, and the approach for the harmonisation of European space technology activities, in line with and in support of the resolution “Shaping of the Future of Europe in Space”, adopted at the ESA Ministerial Council in May 1999.Under an overall ESA co-ordination, the European space sector is elaborating a technology strategy based on top-level priorities (Dossier 0), on the mapping of European development and competences and on a co-ordinated Space Technology Master Plan (ESTMP). This plan shall take into account the various European developments, industry capacities and budgets and shall enhance the complementary role of the various partners towards common objectives.The proposed strategy includes selection of priority activities as pilot projects for harmonisation. For these pre-selected pilot projects, agreements are required on responsibilities, leaderships, partnerships and budget commitments.     

动力冗余液体捆绑火箭的POGO稳定性分析

针对动力冗余和交叉输送技术向液体捆绑火箭的POGO振动稳定性分析提出的新任务,考虑独立工作(模式l)、一台助推发动机故障助推贮箱向芯级发动机供给推进剂(模式2)和两助推器同时向芯级发动机供给推进剂(模式3)三种工作模式,利用改进的Rubin方法分别建立液体捆绑火箭POGO稳定性的分析模型.数值计算分析表明,模式1和3下...     

“Space superiority”: Wernher von Braun's campaign for a nuclear-armed space station, 1946–1956

The literature on the history of spaceflight has depicted the early 1950s Collier’s articles mostly as a forerunner to the peaceful and scientific exploration of space. Yet the centerpiece of Wernher von Braun's plan was a manned space station that would serve as reconnaissance platform and orbiting battle station for achieving “space superiority” over the USSR. One its roles could be the launching of nuclear missiles. When challenged as to the station's defensibility, von Braun even posited pre-emptive atomic strikes from space as a response to the development of a hostile anti-satellite capability.     

Flight demonstration of new thruster and green propellant technology on the PRISMA satellite

The concept of a storable liquid monopropellant blend for space applications based on ammonium dinitramide (ADN) was invented in 1997, within a co-operation between the Swedish Space Corporation (SSC) and the Swedish Defense Research Agency (FOI). The objective was to develop a propellant which has higher performance and is safer than hydrazine. The work has been performed under contract from the Swedish National Space Board and ESA. The progress of the development has been presented in several papers since 2000.ECAPS, a subsidiary of the Swedish Space Corporation was established in 2000 with the aim to develop and market the novel “high performance green propellant” (HPGP) technology for space applications. The new technology is based on several innovations and patents w.r.t. propellant formulation and thruster design, including a high temperature resistant catalyst and thrust chamber.The first flight demonstration of the HPGP propulsion system will be performed on PRISMA. PRISMA is an international technology demonstration program with Swedish Space Corporation as the Prime Contractor.This paper describes the performance, characteristics, design and verification of the HPGP propulsion system for PRISMA. Compatibility issues related to using a new propellant with COTS components is also discussed. The PRISMA mission includes two satellites in LEO orbit were the focus is on rendezvous and formation flying. One of the satellites will act as a “target” and the main spacecraft performs rendezvous and formation flying maneuvers, where the ECAPS HPGP propulsion system will provide delta-V capability.The PRISMA CDR was held in January 2007. Integration of the flight propulsion system is about to be finalized.The flight opportunity on PRISMA represents a unique opportunity to demonstrate the HPGP propulsion system in space, and thus take a significant step towards its use in future space applications. The launch of PRISMA scheduled to 2009.     

Small spacecraft “UNISAT” launched by the “start-1” launcher

The preliminary estimations show that the contemporary level of electronic and information engineering makes it possible to create a small s/c of 150–200 kg mass capable to solve both the problems of Earth remote sensing and many other applied and scientific problems orbiting the planets at 500–1000 km. In accordance with the fundamental criterion for choosing parameters of small multipurpose spacecraft the small UNISAT s/c has been created on the basis of a unified space platform. The design provides for s/c energetic, thermal and space-saving parameters satisfying the conditions for accommodation of various-purpose payload and a possibility of using relatively inexpensive and light launchers like “Start-1” mobile launch complexes. Space platform mass is 100–120 kg; permissible payloads (PL) mass is 40–80 kg; maximal average power consumption of the payload is up to 60 W; three-axes orientation accuracy up to 0.001 deg./s; s/c lifetime is not less than 3–5 years.     

吸气式高超声速飞行器助推-巡航轨迹优化

针对吸气式高超声速巡航飞行器建立了纵向平面内的二维轨迹优化模型(包括火箭助推段和吸气式飞行段),其中大气模型、气动力模型和发动机模型均建立了比较详细的模型,能够比较全面、准确地描述吸气式高超声速巡航飞行器的特征;基于配点法建立了适用于高超声速巡航飞行器助推-巡航轨迹优化的方法,在求解非线性规划时引入了规范化处理、稀疏分析和偏导数计算方法等,以提高优化效率;对吸气式高超声速飞行器助推-巡航轨迹进行了优化研究,分析了典型设计参数变化对最优轨迹的影响。仿真结果表明:所建立的方法能够快速、高精度求解吸气式高超声速巡航飞行器轨迹优化问题,并且能够方便地分析设计参数变化对最优轨迹的影响,可用于吸气式高超声速飞行器飞行剖面设计与优化。