Review of Propellant Gauging Methods

Yendler, Boris

doi:10.2514/6.2006-939

Cited by 22 publications

(11 citation statements)

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“…The concentration (and hence the mass of the propellant) profile within the vessel is derived from the permittivity distribution inside the ECT sensor, which is calculated from the inter-electrode capacitance measurements. As mentioned above, an 8-segment array yields 28 independent capacitance pairs for each measurement plane-pairs (1,1,2), (1,1,3), (1,1,4), (1,1,5), (1,1,6), (1,1,7), (1,1,8), (1,2,1),…, (1,7,8) for plane 1 and (2,1,2), (2,1,3),…, (2,7,8) for plane 2, where the electrode pairs are plane, driven segment, and receiving segment.…”

Section: Electrical Capacitance Tomography (Ect)mentioning

confidence: 99%

“…The measurement of the mass of the propellant in a spacecraft tank under low or zero gravity conditions remains a significant technical goal. Reference [1] reviews the three most popular techniques, book-keeping, PVT, and thermal propellant gauging (PGS) showing that each has advantages and disadvantages-book-keeping cannot determine load in a multitank configuration when tanks are connected, and PVT accuracy decreases when the amount of the propellant in the tank decreases, while PGS has errors proportional to fill level-so that different methods may be needed at different stages of life. This strong unfulfilled technical need is demonstrated by [2] which gives details of 15 different measurement techniques and seven separate technology development programs.…”

Section: Introductionmentioning

confidence: 99%

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Propellant Slosh Force and Mass Measurement

Hunt¹,

Foster-Turner²,

Drury

2018

International Journal of Aerospace Engineering

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We have used electrical capacitance tomography (ECT) to instrument a demonstration tank containing kerosene and have successfully demonstrated that ECT can, in real time, (i) measure propellant mass to better than 1% of total in a range of gravity fields, (ii) image propellant distribution, and (iii) accurately track propellant centre of mass (CoM). We have shown that the ability to track CoM enables the determination of slosh forces, and we argue that this will result in disruptive changes in a propellant tank design and use in a spacecraft. Ground testing together with real-time slosh force data will allow an improved tank design to minimize and mitigate slosh forces, while at the same time keeping the tank mass to a minimum. Fully instrumented Smart Tanks will be able to provide force vector inputs to a spacecraft inertial navigation system; this in turn will (i) eliminate or reduce navigational errors, (ii) reduce wait time for uncertain slosh settling, since actual slosh forces will be known, and (iii) simplify slosh control hardware, hence reducing overall mass. ECT may be well suited to space borne liquid measurement applications. Measurements are independent of and unaffected by orientation or levels of g. The electronics and sensor arrays can be low in mass, and critically, the technique does not dissipate heat into the propellant, which makes it intrinsically safe and suitable for cryogenic liquids. Because of the limitations of operating in earth-bound gravity, it has not been possible to check the exact numerical accuracy of the slosh force acting on the vessel. We are therefore in the process of undertaking a further project to (i) build a prototype integrated "Smart Tank for Space", (ii) undertake slosh tests in zero or microgravity, (iii) develop the system for commercial ground testing, and (iv) qualify ECT for use in space.

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Section: Electrical Capacitance Tomography (Ect)mentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Propellant Slosh Force and Mass Measurement

Hunt¹,

Foster-Turner²,

Drury

2018

International Journal of Aerospace Engineering

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“…9 Propellant quantity was calculated using two different methods ( Figure 5). In the "tank" model, propellant quantity was calculated based on tank pressure and temperatures.…”

Section: A Hydrazinementioning

confidence: 99%

Dawn Spacecraft Reaction Control System Flight Experience

Mizukami¹,

Nakazono²

2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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The NASA Dawn spacecraft mission is studying conditions and processes of the solar system's earliest epoch by investigating two protoplanets remaining intact since their formations, Ceres and Vesta. Launch was in 2007. Ion propulsion is used to fly to and enter orbit around Vesta, depart Vesta and fly to Ceres, and enter orbit around Ceres. A conventional blowdown hydrazine reaction control system (RCS) is used to provide external torques for attitude control. Reaction wheel assemblies were intended to provide attitude control in most cases. However, the spacecraft experienced one, then two apparent failures of reaction wheels. Also, similar thrusters experienced degradation in a long life application on another spacecraft. Those factors led to RCS being operated in ways completely different than anticipated prior to launch. Numerous mitigations and developments needed to be implemented. The Vesta mission was fully successful. Even with the compromises necessary due to those anomalies, the Ceres mission is also projected to be feasible.

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“…This method is utilized in specific instances as a tank nears depletion. This method, discussed further in Yendler, 3 is not included in this report.…”

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confidence: 92%

Satellite Fuel Estimation Algorithm and Application to the Defense Satellite Communication System III (DSCS III)

Rhodes¹,

Mueller²

2015

51st AIAA/SAE/ASEE Joint Propulsion Conference

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All satellites must be disposed of at end-of-life per the policy of the United States Strategic Command; therefore, enough propellant must be reserved to reach the intended graveyard orbit. The accuracy of fuel estimation techniques directly ties to the available propellant for on-orbit use and extended life. The Aerospace Corporation has developed an estimation algorithm for the Defense Satellite Communication System III to accurately predict fuel remaining based on pressure and temperature telemetry, thruster characteristics, and burn durations. These results are validated with flight data. NomenclatureDSCS III = Defense Satellite Communication System III Z = Compressibility factor g = Gravitational constant ΔV = Change of velocity Isp = Specific impulse Δw = Fuel used since isolation lbf = Pound force ρ = Density M = Vehicle mass σ = Standard Deviation N = Newton n = Number of moles Subscripts P = Pressure 1 = Tank 1 PVT = Pressure, Volume, Temperature 3 = Tank 3 R = Universal gas constant A = Bank A RDV = Revised Delta-V dep = Depletion T = Temperature g = Gas V = Volume i = Initial w = Fuel mass iso = Isolation X = Dependent parameter res = Residual

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Review of Propellant Gauging Methods

Cited by 22 publications

References 1 publication

Propellant Slosh Force and Mass Measurement

Propellant Slosh Force and Mass Measurement

Dawn Spacecraft Reaction Control System Flight Experience

Satellite Fuel Estimation Algorithm and Application to the Defense Satellite Communication System III (DSCS III)

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