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DOASBPNOHSR 2015 UTAT Full Paper 2015-09-25
DOASBPNOHSR 2015 UTAT Full Paper 2015-09-25
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Ashis Ghosh1, Adam De Biasi2, Jeremy Chan-Hao Wang3, Thomas Siu-Hong Leung4, Oleg Petelin5, Eric Jing-Bo
Yang6, Carl Pigeon7, Adrian Typa8, Mari Timmusk9
This paper presents the final design, testing methods and results, and organizational approach of Eos III (also
called Helios I), the University of Toronto Aerospace Team (UTAT) Rocketry Division’s third-generation sounding
rocket. Eos III was developed over a period of 10 months with the goal of delivering a 1.33kg 1U CubeSat scientific
payload to 3km above ground level, as part of the 2015 Intercollegiate Rocket Engineering Competition (IREC).
Because a standard carbon-fibre airframe was used, the design discussion focuses on propulsion, avionics, and payload
instead. The organizational approach is briefly discussed in terms of team structure and community impact.
Eos III was powered by the 8 100Ns (tested so far, with a target of 10 000-Ns) 'Bia III' hybrid rocket engine,
which used a mixture of paraffin-carbon black as fuel and nitrous oxide as the oxidizer. Fuel cartridges and shoulder-
bolted assemblies promoted ease of assembly and enabled multiple consecutive static test fires. Modular avionics
enabled independent system development, simplicity of design, and reparability. The payload contained an inertial
measurement unit, atmospheric sampling and weather-sensing units, and parachute recovery system, all arranged inside
a standard 1U CubeSat. Many of the components, including structures, internal flows and aerodynamics, engine, and
flight performance were simulated through in-house or commercial software. Ground tests validated these predictions.
The Rocketry Division was headed by two individuals (Lead and Chief Designer) and organized into five
subdivisions (Propulsion, Fluids, Avionics, Payload, and Structures). A team of four high school students was also
selected to develop the scientific payload under the mentorship of undergraduate and graduate students. Tandem with
the development of the rocket itself, the Rocketry Division was heavily involved in educating, inspiring, or simply
reaching out to members of the general public, high school students, and aerospace professionals.
Ultimately, careful simulation, strategic resource allocation, efficient organizational structure, and
collaboration with high school students led to a promising with valuable community impact. A limited launch window,
however, prevented completion of the launch procedures at IREC and a reattempt is scheduled for the future.
I. INTRODUCTION
Since the launch of the first man made satellite by As seen in Fig. 1, the 1 kg Cubesat is the most
the Soviet Union, satellites have revolutionized our popular due to its cost and short delivery time. Trends
civilization. For a large portion of human’s history in show that small satellite development will continue to
space, the focus has been on developing large grow and the need for launches will increase [2]. For
multifunctional satellite missions. In recent years, the the trend to continue, developing services such as
global interest in nano (<10 kg) and microsatellites launch services that support the microsatellite
(<100 kg) has increased. Beginning in 1999, California community are needed.
Polytechnic State University and Stanford University Currently, small satellites rely heavily on piggy-
developed a standardized approach to nanosatellites rides on medium to large launch vehicles such as
form factor referred to as a CubeSat [1]. India’s PSLV and Russian rockets. The disadvantage
of being a secondary or tertiary payload on a large
rocket is that the availability, scheduling and orbit
parameters depend on the primary payload. Meaning
that preferred orbital locations cannot always be
achieved and compromises have to be made to obtain
a launch opportunity. New launch options dedicated
for small satellite payload would be a valuable service.
The payload and launch vehicle designed by the
University of Toronto focuses on demonstrating a
technology that could offer solutions to the scarcity of
dedicated small satellite launches. Moreover, a hybrid
engine was chosen due its safety and increasing
promise for sounding rocket applications [3].
Fig. 1: Distribution of Orbital Satellite Mass: 2000-
2009 for 0-10 kg Satellite Class [2]
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23 holes, φ=1/8’
Inner and outer ring counter-
clockwise, at 14°. Middle
ring clockwise, also at 14°.
(red-blue:high-low velocity)
Table 1: CFD and cold-flow tests for 3 injectors.
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A standard 1” pre- combustor was selected is reached and to deploy the main parachute when the
based on good practices by Sutton [10]. rocket is descending and is almost at ground level.
The fuel core dimensions were the result of This section describes parts of the avionics
simulations from the MATLAB performance suite, hardware and software system that were necessary to
discussed above. A small amount of carbon black safely launch and recover the rocket. At a high level
(2.5g/kg of fuel) was added to opacify the fuel and the avionics hardware was split between the ground
protect the engine from radiation heating—the station and the avionics bay. The remote ground station
effect on combustion performance was deemed received telemetry data from the rocket via a wireless
negligible. Fuel cores were poured into ½” thick link and sent ignition commands to the rocket via the
cardboard tubes, with a PVC inner mandrill for the wireless and hard physical links. The avionics bay
port diameter. These cartridges could be loaded and contained all the sensors, power supplies and
removed from the engine to expedite testing and processing devices necessary for static fire testing and
transportation. for launching the rocket. A half-page systems diagram
The length of the postcombustor was chosen to is depicted in Fig. 9 on the subsequent page.
allow enough time for mixing and combustion, as
approximated with characteristic combustor length II.II.I Power Distribution and Motherboard
[11]. The postcombustor thickness was determined The avionics bay had two power sources: (1)
through informal small scale testing using a 2” a 12V 2000mAh battery pack providing 12V, 5V
inner diameter steel pipe as the stand-in and 3.3V to the motherboard where 5V and 3.3V
combustion chamber and observing the remaining are derived from the 12V through switching buck
thickness of postcombustor after various tests. converters (150kHz) on the power board (Fig. 9);
(2) a 9V battery provided power to the redundant
II.I.VI Nozzle Assembly parachute deployment system—the Raven 3
The nozzle assembly was also held in with commercial altimeter (which was a redundant
radial shoulder-bolts and utilized a graphite conical system for parachute and payload deployment).
nozzle due to cost-effectiveness and machining As shown in Fig. 8, the power board supplied
simplicity. The area ratio was 4.2 with a half-angle 12V, 5V and 3.3V to the motherboard which
of 12 degrees. Due to the high thermal conductivity distributed these voltages to all the daughterboards.
of graphite, a steel and not aluminum backing plate Note that the 12V, 5V and 3.3V rails had their own
was used to hold the nozzle in place. One- dedicated ground—this helped mitigate ground-
dimensional thermal calculations assuming a bounce noise seen by devices when high current
worst-case scenario of stagnation temperature was being drawn through another supply rail (i.e.
(3000K) at the nozzle inner wall showed that the when oxidizer valve motor draws 5A on the 12V
steel would not exceed melting temperatures. The rail the “ground” reference jumped more
nozzle assembly is shown in (Fig. 7). significantly on the 12V rail than the other rails).
Fig. 8 also shows the I2C bus which provided a
communication interface between the
daughterboards. The I2C bus was used in a single-
master multiple-slave configuration with the arbiter
daughterboard acting as the master.
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II.II.II Common Daughterboard Hardware connection if the microcontroller was blank and did
All daughterboards in the avionics system had not have a bootloader.
a common interface to the motherboard. As shown
in Fig. 10, each daughterboard connected to the
motherboard via a standard header. The header
supplied 12V, 5V and 3.3V, and connected the
daughterboard to the shared I2C bus.
A USB-to-UART (RS232) bridge allowed the
Atmel Atmega328p microcontroller to connect to a
PC and send/receive data via serial. Programming
the microcontroller could be done in one of two
ways: (1) through the USB connection if a
bootloader was present on the microcontroller; (2)
through the AVRISP2 six-pin header (standard Fig. 10: Common daughterboard hardware.
Atmel programming interface) or through the SPI
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II.III.III Structure
The structure of the payload bay was made from
6061 aluminum with a carbon-fibre shell for
aerodynamic streamlining. Rails machined into the
payload guide the CubeSat out of the bay. UTAT
female bay connector grooves were added for quick
integration with the rest of the rocket.
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has been recovered. Since the camera module was development—the most challenging technical
connected with a standard UTAT bay connector to element—the other subsystems planned accordingly to
the deployment system payload bay, the camera aim for integration at T-2 months before the
module was optional and could be reused in future competition. Delays in manufacture and further
years as a stand-alone unit. required engine testing resulted in integration taking
place at T-1 month before competition. This prevented
III. ORGANIZATIONAL APPROACH the possibility of any pre-competition launch attempt,
The organizational approach to Eos III during which if a severe failure occurred there might
development may be discussed in terms of: (1) team not be enough time to repair systems for the
leadership; (2) key projects and division of labour; (3) competition.
timeline; (4) community involvement. Major bottlenecks throughout this time were: (1)
Rocketry Lead and Chief Designer had already manufacture limitations as the entire rocket was
spent two years with the Rocketry Division. The designed, built, and tested by students (i.e. all
former handled administrative elements and overall mechanical parts machined or wet-laid-up by
project management. The latter handled systems students); (2) design and debugging of avionics
integration and providing design advice—especially in systems, which was typically the last to begin of any
terms of general mechanics and aspects of manufacture subsystem because it could be done only after the
or assembly—to the subsystem leads. mechanical parts they controlled/were housed
By contrast, the subsystem leads were responsible in/sensed from were specified.
for projects relevant to their expertise. Propulsion was Lastly, being a student-led initiative, a secondary
chiefly responsible for the oxidizer tank, plumbing, motivation of this project was to educate and inspire
and engine mechanical design as well as combustion members of the local and international community.
performance. Avionics was responsible for the on- Throughout the design and testing of Eos III, the team
board sensors, microcontrollers, and effectors (e.g. interacted with members of the public and high school
firing circuit for the engine), as well as the ground students at events such as Science Rendezvous, guest
station. Structures was responsible for the airframe and lectures at local secondary schools, appearances at
recovery system (not discussed here due to standard conferences (e.g. International Space Development
approaches) and advising propulsion structures. Fluid Conference), on-campus design showcases, university
mechanics was responsible for designing the injector applicant events or open-houses, and talks at
plate, nosecone, and fins. Payload was responsible for organizations affiliated with students or the team at
the deployment bay and actual scientific large, such as the German Aerospace Center (DLR).
instrumentation, namely the CubeSat 1U. The test These opportunities provided an easy way to engage
facility was a collaborative effort between all others requiring minimal preparation aside from
subsystems. Following this matrix organizational bringing items and multimedia for display and
structure, the team could harness the technical explaining concepts well. It is estimated that the team
knowledge of its members to accomplish the projects. was able to directly interact (i.e. speak with) just under
Of the 10-month period allotted for development, 1000 individuals across these settings.
testing, and integration, the first three months were
spent setting high-level requirements, performing IV. MAJOR TESTS AND RESULTS
conceptual design, and developing or becoming This section discusses the end results of engine
familiar with simulation tools. At that point, testing, as well as qualitative challenges with avionics
approximately 40 new members joined the team as part and launch operations at IREC. Overall, the Bia III
of recruitment activities taking place at the start of the engine could provide a maximum thrust of 280-lbf
new Academic Year. These new members were and an average of 200-lbf over the course of the 9-
integrated into the team through ‘beginner’ projects second burn. This is approximately 2/3 the thrust of,
such as simple mechanical designs or fabrication tasks. and 4 seconds longer than, the MATLAB prediction.
New members were also encouraged to attend the The primary suspected reason is low oxidizer flow
University of Toronto Aerospace Team’s general rates due to choking at main valve in the plumbing.
aerospace seminar series which covered topics ranging
from solid modelling to aircraft and spacecraft IV.I Engine Testing
electronics to machining and fabrication. The A number of static test fires were conducted at a
remaining seven months witnessed two 3-month student-constructed, inverted-engine static test fire
engine testing phases, the first phase involving minor facility at the University of Toronto Institute for
iterations on the initial design and the second phase Aerospace Studies. A photo from the last test
allowing for major changes relative to the initial conducted is shown in Fig. 15, along with engine thrust
concept. The schedule primarily motivated by engine and pressure data.
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10.8
11.7
12.6
13.5
14.4
15.3
0.9
1.8
2.7
3.6
4.5
5.4
6.3
7.2
8.1
9.9
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traditional avionics systems. The payload deployment [2] D. DePasquale and A. C. Charania, "Analysis
was effective in ground tests but flight qualification is of the Earth-to-Orbit Launch Market for
needed along with integrated qualification of Eos III. Nano and Microsatellites," AIAA, Anaheim
In the future, the current valves and piping will be CA, 2010.
replaced with a burst disk system for simplicity, [3] E. Doran, J. Dyer, K. Lohner, Z. Dunn, M.
weight-saving, and increased oxidizer mass flow rates. Marzoña and E. Karlik, "Peregrine Sounding
Flight telemetry may also be added to the avionics Rocket," Stanford University, Stanford, CA,
system to supply additional data regarding the rocket 2008.
trajectory and engine status. High school students may
work with the team again for community impact, but [4] G. Ziliac and M. A. Karabeyoglu, "Hybrid
the Rocketry Division will likely partner with another Rocket Fuel Regression Rate Data and
design team at the University of Toronto to develop a Modelling," AIAA, Sacramento CA, 2006.
more complex payload. Lastly, a flight will be [5] NASA, "Chemical Equililbrium with
attempted either in Canada or the United States, not Applications (CEA)," NASA, Cleveland,
only to demonstrate Eos III’s capabilities but to serve OH, 2014.
as a simulated launch operations sequence for the [6] M. Fernandez, "Propellant tank
Rocketry Division. If a successful payload deployment pressurization modelling for a hybrid
at 3km is achieved, then the Division will continue rocket," Rochester Institute of Technology,
increasing the target altitude and stepping up engine Rochester NY, 2009.
performance with it. [7] R. W. Humble, G. H. Henry and W. J.
Larson, "Space Propulsion Analysis and
VI. ACKNOWLEDGEMENTS
design," McGraw-HIll, New York, NY,
To the University of Toronto Division of
1995.
Engineering Science, Institute for Aerospace Studies,
Department of Electrical & Computer Engineering, [8] B. Genevieve, M. Brooks, P. Beaujardiere
Department of Mechanical & Industrial Engineering, and L. Roberts, "Performance Modeling of a
and Engineering Society, for funding or otherwise Paraffin Wax / Nitrous Oxide Hybrid
supporting the bulk of this project; to past and present Motor," AIAA, Orlando, 2011.
members of the University of Toronto Aerospace [9] T. Edwards, V. Hansen, T. Slais, C. Chu, M.
Team’s Powered Flight, UAV, Space Systems, and Hughes, G. Li, G. Finnegan, T. Ip, A. Hatt
Outreach Divisions for their advice and moral support; and B. Degang, "University of Washington
to Adam Paul Trumpour, for readily critiquing and DAQ Destroyer Hybrid Rocket," Seattle,
having assisted with cold-flow testing; finally, to the 2012.
numerous sponsors and partners who shall go unnamed [10] G. Sutton and O. Biblarz, Rocket Propulsion
in writing but were instrumental in enabling the team’s Elements, New York City, NY: Wiley, 2010.
hybrid rocket programme.
[11] B. T. C. Zandbergen, "Hybrid Rocket
Motors," Delft University of Technology,
VII. REFERENCES
Delft, 1999.
[1] R. Nugent, R. Munakata, A. Chin, R. Coelho
and J. Puig-Sairi, "The CubeSat: The
Picosatellite Standard for Research and
Education," AIAA, San Diego CA, 2008.
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