LINEAR ACTUATOR SYSTEM FOR THE NASA DOCKING SYSTEM

Brandon N. Dick (1), Christopher Oesch (2), Timothy W. Rupp (3)

(1)
The Boeing Company, 499 Boeing Blvd, M/C JS-66, Huntsville, AL, 35824, USA, Email:[email protected]
(2)
Moog, Inc., 500 Jamison Rd., East Aurora, NY, 14052, USA, Email:[email protected]
(3)
NASA, Johnson Space Center, 2101 NASA Pkwy, M/C ES5, Houston, TX, 77058-3696, USA,
Email:[email protected]

ABSTRACT paper. The two systems are depicted in Fig. 1. The

NDSB1 is designed to dock with systems that are
The Linear Actuator System (LAS) is a major sub-
compliant with NASA’s International Docking System
system within the NASA Docking System (NDS). The
Standard (IDSS) Interface Definition Document (IDD).
NDS Block 1 will be used on the Boeing Crew Space
Transportation (CST-100) system to achieve docking
with the International Space Station. Critical functions
in the Soft Capture aspect of docking are performed by
the LAS. This paper describes the general function of
the LAS, the system's key requirements and technical
challenges, and the development and qualification
approach for the system.

NDS OVERVIEW
NDSB1 general summary
The NASA Docking System Block 1 (NDSB1) is a
mechanism designed to achieve spacecraft to spacecraft
docking on-orbit. Docking and berthing have been Image courtesy of The Boeing Company

extensively defined by others [1]. The NDSB1 is

Figure 1. NDSB1 Schematic
classified as docking mechanism because it is able to
achieve a pressurized and structural connection between
two spacecraft without the aid of a robotic arm. The
NDS block terminology
system is not considered Androgynous. Key features to
support androgynous docking, such as capture latch The NDSB1 is a descendant of NASA’s development of
strikers are not present within the NDSB1. a docking system for the ISS. Starting in the 1990s,
NASA produced a series of docking system prototypes,
Like all typical docking mechanisms, the operation of starting with the Low Impact Docking System (LIDS).
the NDSB1 is divided into three phases: Soft Capture, When the International Docking System Standard
Load Attenuation, and Hard Capture. During the Soft (IDSS) was adopted in 2008, the LIDS became the
Capture docking phase, the first physical connection is International Low Impact Docking System (iLIDS),
achieved between the two mating vehicles. At this point retaining much of the SCS from LIDS but implementing
in the docking sequence, some relative motion between a HCS based on the Russian Androgynous Peripheral
the two vehicles is still present. During Load Attachment System (APAS). The iLIDS was also
Attenuation, all relative motion between the two termed the NASA Docking System Block 0
vehicles is removed and proper alignment to support configuration. The “Block” terminology is used to
Hard Capture is achieved. In the final phase of docking, designate future upgrades envisioned for NDS
Hard Capture, a structural connection is established applications in Lunar, Mars, or other deep space
between the two vehicles, supporting pressurization and environments. In 2013, the IDSS was further refined to
providing for crew transfer. utilize a narrow ring configuration similar to APAS.
NASA contracted with Boeing to design, develop, and
The NDSB1 is divided into two subsystems which produce a docking system based on the narrow ring
support the functions described above: Soft Capture configuration, which is referred to as NDSB1.
System (SCS) and Hard Capture System (HCS). The
SCS performs Soft Capture and Load Attenuation. The NDS development and production state
focus of this paper is on the SCS. The HCS performs the
The NDSB1 project is in a mature state, having
Hard Capture function and will not be addressed in this
completed all development and qualification testing.
Production of the first flight unit is finished and all Soft capture concept of operations
acceptance testing has been successfully accomplished.
When NASA shifted from the Block 0 design to the
The completed flight article in shown in Fig. 2.
narrow ring for NDSB1, the concept of operations was
also changed to include the following features. First, as
mentioned, the NDSB1 SCS ring is narrow and
compatible with APAS. Like most docking systems, the
actuators used to maneuver the SCS ring are arranged in
a Stewart platform. Unlike other systems, the NDSB1
SCS actuators act in relative independence, being
neither mechanically linked nor connected via a closed
loop control. Finally the actuators are load limiting and
can have those limits adjusted on-orbit for greater
Image courtesy of The Boeing Company operational flexibility.
The NDS SCS operation concept includes the following
Figure 2. NDSB1 First Flight Article operational modes: Stow, Extend to Ready to Capture,
Lunge, Attenuation, Alignment, Retract. Each mode
Applications of the NDS moves the SCS Ring to a different position, with a
The NDSB1 will be used on the Boeing CST-100 unique (or potentially unique) force characteristic.
Starliner within NASA’s Commercial Crew Program, as The development of these conceptual operational
shown in Fig. 3. As a part of the CST-100, the NDSB1 features and modes into the NDSB1 will be discussed
will facilitate transportation of astronauts to and from later in this paper.
the International Space Station (ISS). The ISS includes
International Docking Adapters (IDAs) attached to the Soft Capture System general summary
Node 2 Forward and Zenith ports, which have a passive The Soft Capture System includes the SCS Ring, the
SCS and active HCS to support use of the NDSB1. Capture Latches, Capture Sensors, and the Linear
Actuator System (LAS), as shown in Fig. 4. The SCS
Ring includes three petals which align and mate with
corresponding petals on the mating docking ring. A
Capture Latch is included on each petal and locks the
two mating rings together during docking. Two Capture
Sensors on each petal provide an indication of
successful soft capture or loss of soft capture to the
NDSB1 avionics. Finally, the LAS is responsible for
maneuvering the SCS Ring during all phases of soft
Image courtesy of The Boeing Company capture. The LAS includes six Linear Actuators, a
Figure 3. NDSB1 on CST-100 control avionics box – the Linear Actuator Controller
(LAC), and all associated cabling between the Linear
Actuators and the LAC. See Fig. 5 and Fig. 6.

Image courtesy of
The Boeing Company

Figure 4. SCS Major Components

KEY REQUIREMENTS OF THE LAS to the overall host vehicle’s mission. As a result, the
LAS must survive and operate through a variety of
The functional elements of the LAS present challenges
environmental conditions, respect mass limitations,
for a generalized actuation system. The initial capture
maintain a power budget within the host vehicle's power
mechanism design acts as a six degree of freedom
allocation, and allow for flexibility of operation for
platform with engaging guide petals to allow
system integration, testing, development, and crewed
mechanical engagement between the two mating
flight operations. Perhaps most importantly, it must
structures. The concepts of operations for initial
achieve these requirements while providing positive
docking require the mechanism to apply energy in the
margins of safety, appropriate levels of failure
engaging direction, yet comply to reactionary forces
tolerance, and high reliability.
once the docking ring engages with the mating
alignment guide petals. Once the docking ring is fully
Taking these requirements and design considerations
aligned and latched in place, the actuation mechanism is
into account, system design decisions by system
responsible for attenuating dynamics between the
integrators led to the following specific design driving
coupled structures and mass bodies. Once motion is
constraints.
fully attenuated between the mass bodies, the actuation
system is responsible for motion control for fine
Limited system sensory feedback
alignment of the vehicles to allow completion of Hard
Capture. The LAS had to be designed as an actuation system with
minimal sensor feedback. This permitted a significant
reduction in mass and – more importantly – increased
system reliability by eliminating possible failure modes
of the system. The design axiom that “a component that
is not there cannot fail” means that fewer sensors
increases system reliability. As a result, the system
design excluded the use of force, temperature, and
dedicated absolute position feedback sensors for each
actuator.

Strut domain control

The concept of operations and the complexity of
Image courtesy of Moog, Inc. computations led to a trade of conducting six degree of
freedom platform control versus six independent strut
Figure 5. Linear Actuator Controller
control for force regulation and position control. There
is a known relationship between cost and space grade
radiation tolerant electronic devices required to provide
the computational resources for six degree of freedom
platform control. With this relationship being
understood and an objective to provide a cost effective
solution, the system design maintained strut control
throughout all operations.

Environmental requirements
The system components must survive launch operations
and environments, operate through a large range of
thermal environments while on-orbit, and sustain
without damage atmospheric re-entry and landing loads
Image courtesy of The Boeing Company applied by the host vehicle.
Figure 6. Linear Actuators Installed in NDSB1
Flexibility for development

DESIGN CONSTRAINTS Given the complexity and uniqueness of operations for

the system, system integrators needed the ability to
In addition to the functional requirements of the LAS, adjust and modify operational characteristics throughout
vehicle integration and operational environment development. As a result the linear actuator system
constraints also significantly impacted the design of the design included parameter based control laws which
LAS. While the LAS is a critical element of the allowed for adjustability during development. The
NDSB1, its operation is relatively short when compared range of flexibility became a design objective and
constraint on the system design. Attenuate
Following the lunge function and after initial capture
OPERATIONAL CHARACTERISTICS has been detected by the docking system controller, the
linear actuation system must attenuate the motion
To aid in the management of the linear actuator system's
between the two mating structures. Effectively, the
performance, the concept of operations is separated into
linear actuators must hold a position and allow a
three main operations: lunge, attenuate, and position
minimal amount of displacement until a specified force
control.
limit is reached; at which the actuator is backdriven
until the force applied is lower. Once slip has occurred,
Position control
the actuator must hold the position delta equivalent to
Controlling the position of the actuation system is the distance slipped. Additionally, for operational
necessary for multiple operational elements. As a part conditions resulting in off nominal operations, the
of preparing for docking, the full stroke capability of all attenuate function is used as a position hold function to
six actuators is checked to ensure no mechanical issues maintain control of the system and allow for system
are present in the mechanism. Additionally, the ring is safing.
placed into a ready-to-capture position where the ring's
position is actively controlled while waiting for initial DEVELOPMENT APPROACH
detection of contact with the mating adaptor. These first
Linear actuation systems have been used to control
two maneuvers are conducted requiring the actuators to
various applications in space flight. While heritage
control position of an unloaded ring.
exists for actuation in space systems, the complex use
and interaction with the docking mechanisms presented
After initial docking is complete, the ring is mated to
a unique challenge for any actuation system. A
the interfacing adaptor, and motion is arrested, the
comprehensive set of actuation development
position control functions maneuver the host vehicle
capabilities, including design, manufacturing, and
into an aligned position. Effectively, all six actuators
testing, were required in order to realize a successful
are commanded to the same length, and are commanded
system design. With significant heritage of designing
to reach the same length at the same time. The linear
and developing actuation systems and components for
actuator controller must create a commanding profile
space, aircraft and industrial systems, Moog was
with acceleration and velocity limits, commanding a
selected a supplier partner to collaborate with the NDS
position loop to achieve the synchronized movement of
team and develop the entire linear actuator subsystem.
all six actuators. Position control loops of the actuation
The development approach utilized design cycles,
system must control the six actuator lengths while
reducing technology risk and maturing the system
rejecting large inertial load disturbances from the host
design with each cycle. The linear actuator design
vehicle mass.
cycles were categorized into three main maturity phases
prior to building qualification and flight deliverable
Additionally, during all position maneuvers, each
units: Proof of Concept (POC) phase, Engineering
actuator is limited to a force output, as such, to not
Development Unit (EDU) phase, and Functional
overload overall mechanical structures. If a force limit
Equivalent Unit (FEU) phase.
is reached on an actuator, the actuator is required to slip
at that force until the force is reduced.
Proof of concept
Lunge
The lunge function is used immediately after contact is
detected and functions to add energy into the system to
force alignment of the ring's guide petals with the
mating adaptor's guide petals. The actuator will displace
in the positive direction along the load curve shown
until the maximum force limit is reached. Once the
force limit is reached, the actuator must slip in the
negative direction, maintaining the constant force value
during the slip. In order to limit the amount of off axis
displacement of the ring during the lunge function, a
centering term is required in the control law, which Image courtesy of Moog, Inc.
adjusts the force output curve of an actuator based on
the delta distance from the average of all six actuators. Figure 7. LAS Proof of Concept Test Stand
The first phase of development, the proof of concept component risk reduction testing to be conducted in
phase, was focused on understanding limitations of parallel with the commencement of component flight
linear actuators as applied to the system's conceptual designs. The test equipment approach continued to
operations and creating the first iteration of dynamic evolve through the EDU phase of the project to meet
models. In addition, the first iteration of test systems deliverables.
were developed to support flexible dynamic actuator
testing. The EDU system consisted of six linear actuators, a
controller with separate electrically isolated strings, a
The POC phase was began with a fly sheet specification set of interconnect cable assemblies, and a command
and a technical interchange meeting to review the scope and interface test console emulating the docking system
of the study. Moog procured two (2) linear controller's soft capture operations. The EDU linear
electromechanical actuator drive trains to acquire data actuator design expanded on the lessons learned from
for the actuation system trade studies. A rollerscrew the proof of concept phase and was sized in order to
drive and a ballscrew drive were evaluated in order to meet updated performance requirements. The design
compare drivetrain efficiency and the effect on slip was targeted towards reducing risk and demonstrating
force control. capability for performance while meeting major
interface requirements for six degree of freedom testing.
The test platform developed during the proof of concept Additional goals for the EDU linear actuator included
phase created the opportunity to evaluate multiple test understanding the impact of thermal, vibration, and
cases and conditions. The first generation of the test shock environments, and the impact of moment loads on
stand architecture was a linear load stand with a the actuator performance.
hydraulic actuator for the test load control. A real-time
control electronics platform was used to control both the The EDU actuator consisted of the following
EMA under test and the load actuator simultaneously. subcomponents:
The real-time platform also served as the data collection 1. Custom Moog dual wound, skewed stack
system. The architecture of the load stand and control brushless-DC motor with two (2) resolvers for
electronics served as a rapid prototyping platform to rotor position feedback
quickly iterate control algorithms for both the load 2. Custom actuator housing and attachment
system and unit under test through system identification interfaces
techniques. Fig. 7 shows the test platform and proof of 3. Custom jack gear
concept actuator developed. 4. Off-the-shelf high-lead linear ballscrew
5. Absolute linear position feedback resolver
6. Integrated strain measurement for force
The proof of concept phase resulted in the following telemetry
conclusions:
1. Testing of the hardware demonstrated
feasibility of an EMA behaving within the
required limits for the soft capture system.
2. Drive-train efficiency versus helix angle of
output drives were evaluated for determining
actuator sizing.
3. Drive-train friction, brushless-DC motor
cogging and torque ripple, and backlash
showed as the primary concern for model
uncertainties.
4. Drive-train efficiency had a direct impact on Image courtesy of Moog, Inc.
forward-driving versus back-driving force
output for a given current input.
Figure 8. Six-Axis Test Stand Configuration
Engineering development unit
The EDU actuator was subjected to a series of test
Following a successful test and demonstration proof of conditions to evaluate both performance and
concept phase, the design of the system entered into the survivability to environmental conditions. As
next maturity phase, referred to as the Engineering mentioned, the test system for evaluating performance
Development Unit (EDU) phase. The main objective of continued to improve during the EDU phase. The linear
this phase was to reduce integrated system risks by load system hydraulic load actuator was replaced with
producing development units for system testing with an an electromechanical actuator to improve dynamic
integrated ring assembly. This phase also allowed for control and response. System identification techniques
were used, similar to the proof of concept phase, to
validate modeling assumptions of the linear actuators.
Additionally, an inertial simulation control scheme was
developed for the linear load stand. The inertial
simulator enabled flexible and continuous testing of the
entire docking sequence on a linear load stand without
the need for a coupled mechanism. All six linear
actuators in the system were then capable of being
tested independent of each other. Fig. 8 shows the six
axis linear load stand configuration.

Environmental tests were conducted with the EDU

actuator to prove design compliance and provide data
for the continued flight mechanism development. Image courtesy of The Boeing Company

Extensive design of experiments and testing resulted in Figure 9. EDU SCS in 6DOF Test
design elements to improve slip performance over the
temperature requirements. Vibration testing Functional equivalent unit
demonstrated margin for component survivability and
operation. Additionally, the EDU actuator was The final design maturity phase of the linear actuation
subjected to a series of shock tests, providing valuable system development was referred to as the Functional
data that led to further design improvements of the Equivalent Unit (FEU) phase, also referred to as the
flight design. Pathfinder phase. The FEU phase was focused on
producing flight like hardware for a final set of risk
In addition to extensive testing at Moog, the EDU reduction tests. The FEU phase also proved
actuation system, integrated into a prototype NDSB1 manufacturing processes and demonstrated supplier
Soft Capture System, was tested at NASA’s Six- capabilities to meet the procurement needs of the flight
Degree-of-Freedom Dynamic Test System (SDTS) hardware.
facility located in the Johnson Space Center in Houston,
Texas, as shown in Fig. 9. The SDTS facility has the The pathfinder actuator used by Moog focused on the
capability to simulate full scale docking of two bodies final set of control law development. The linear
in space. In this case the facility ran multiple actuator flight system utilized non-reprogrammable
simulations of the NDSB1 attached to a spacecraft logic devices which required a locked set of control
similar to CST-100 docking to the IDA on the ISS. laws and gains to be baselined for firmware
During docking simulations, the SDTS simulates development. The actuator was procured quickly
different vehicle velocities and misalignments under following the EDU phase and consisted of all flight
accurate vehicle mass conditions. The system was pedigree hardware components. The existing test
subjected to numerous test cases, simulating nominal system developed for EDU actuator testing was used for
and off-nominal extremes of docking scenarios. The six in-depth system identification and qualification of the
degrees of freedom docking simulator allowed for actuator's friction characteristics over temperature and
testing the linear actuator system's functional slip velocities. After the control laws were baselined,
compliance to ISS docking requirements. Data the final set of functional performance requirements for
collected from the docking scenarios supported model the actuator were baselined. The flight assembly
correlation and validation activities. acceptance verification relied on friction and slip
requirements. A final iteration of the linear actuation
Data from Moog and Boeing's EDU testing progressed system performance model was also baselined with the
the design and requirement maturity significantly. The data from the pathfinder testing. The dynamic model,
EDU phase resulted in the following: again, was utilized in the docking system dynamic
1. Reduced risk and increased system TRL model to support verification of requirements.
2. Detailed model correlation and flight model
predictions of mechanism performance Given the similarity to the flight design, the FEU
3. Validation of the system design concept as an assemblies were procured for system integration testing
integrated subsystem and NDS qualification testing at Boeing. This allowed
4. Demonstration of environmental margin for a family of actuators to be used for manufacturing,
5. Matured integrated test systems assembly, and test process-proofing. In addition to
developing production processes, a pathfinder actuator
was exposed to the latest baselined environmental
requirements to reduce risk and demonstrate margin.
The FEU phase was successful in reducing risk (design,
operational, supplier) and continued to increase the TRL
level of the actuation system.

QUALIFICATION APPROACH

The qualification of the LAS follows the typical NASA

systems engineering approach. LAS functional
performance and environmental requirements were
allocated from NDSB1 system specifications.
Verification of requirements was divided into analytical
(analysis and inspection) and test approaches. System
performance verification was apportioned between the
LAS and the NDSB1 as appropriate based on the level
of requirement and its suitability for verification at the
different levels. Significant portions of this verification
were analytical in nature, and will not be discussed here.
Instead, a summary of the testing performed for
qualification is provided.

LAS qualification test summary Image courtesy of The Boeing Company

Figure 10. Flight Configuration SCS in 6DOF Test
Qualification testing at the LAS level demonstrated the
full subsystem capability under benchtop (laboratory)
and representative environmental conditions. During M1/6DOF Test Summary
functional testing of LAS at Moog, the six actuators NDSB1 level testing of the LAS was also conducted in
were not mechanically connected in a Stewart Platform NASA’s SDTS facility, as shown in Fig. 10. The
configuration. Instead, each actuator was on its own test NDSB1 test article used for this operation is referred to
stand with a load actuator, permitting simulation of the as the M1 or 6DOF unit. The M1 test article only
mechanical interconnectedness of the Stewart Platform included the SCS and the NDSB1 tunnel. The purpose
as well as the loads imparted by the mating vehicle. of the M1 testing in the SDTS was to correlate the
These test stands were adapted and upgraded from the dynamic models of the NDSB1 and LAS, providing for
versions used during EDU testing earlier in the verification of the NDSB1 system dynamics
program. Using this setup, system performance was requirements. All M1 testing was completed without
tested by simulating docking events and making precise issue and demonstrated successful performance of the
measurements of the system performance (forces, NDSB1 and LAS.
displacements, velocities), confirming proper docking
operation. Testing was also performed to verify actuator Q1 Test Summary
performance under operational environmental
conditions, including extreme hot and cold The performance of the LAS at the NDSB1 system level
temperatures, vacuum, and electromagnetic interference under environmental conditions was demonstrated in the
(EMI) environments. Operation during exposure to Q1 test article configuration. The Q1 test article was a
launch vibration is not required, however, system complete representation of the NDSB1 flight design, as
performance was demonstrated after exposure to launch shown in Fig. 11. This unit was subjected to the full
vibration. Finally, the LAS was subject to a rigorous life suite of environmental conditions, including docking
cycle test which demonstrated performance after under vacuum at extreme hot and cold conditions
completing four times the expected operational life (TVAC). The TVAC testing was conducted at NASA’s
cycles in accordance with NASA’s Design for MSFC Environmental Test Facility. The Q1 test article
Minimum Risk (DFMR) requirements. The LAS was also subject to system level random vibration
completed all Qualification tests without issue. Along testing followed by functional performance testing.
with completion of the companion analytical and Finally, the unit was subjected to EMI testing. The LAS
inspection verifications, the system is fully qualified. and NDSB1 successfully passed all system level tests.
 Image courtesy of The Boeing Company

Figure 11. Qualification NDSB1 in Mated Test Stand

Conclusion

The LAS is a major sub-system of the NDS and

performs critical functions of the Soft Capture phase of
docking. The LAS implements the a new concept of the
Soft Capture portion of docking into a practical, flight
ready form. The LAS and NDSB1 together have
completed a series of development and qualification
operations and are certified to dock to the ISS, starting
with the Commercial Crew Program CST-100 Starliner
spacecraft.

REFERENCES
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W. (2011). ISS Interface Mechanisms and their
Heritage. AIAA Space 2011, 4.