Vision-based navigation experiment onboard the removedebris mission

International audienceAirbus has been strongly involved in the design of Vision-Based Navigation (VBN) systems over the last years, with particular focus on applications such as planetary landing and orbital rendezvous. Based on this background and due to the increasing interest in Active Debris Removal (ADR), solutions for autonomous, vision-based navigation for non-cooperative rendezvous have been investigated. Dedicated image processing and navigation algorithms have been designed at Airbus and INRIA to meet this specific case, and some of them have already been tested over synthetic images and actual pictures of various spacecraft. As the next step, a VBN experiment will be conducted onboard the upcoming RemoveDebris ADR demonstration mission. The RemoveDEBRIS mission, sponsored by the European Commission FP7 programme, started in 2013 and will launch to the International Space Station late 2017 from where it will be deployed to a 400km orbit. In addition to the VBN experiment, the mission will perform other ADR experiments such as net and harpoon capture and dragsail de-orbiting. The VBN experiment will validate vision-based navigation equipment and algorithms, through ground-based processing of actual images acquired in flight of a debris mock-up target, in conditions fully representative of ADR. It will demonstrate state-of-the-art image processing and navigation algorithms based on actual flight data, acquired through three different but complementary sensors: two standard cameras, and a flash imaging LiDAR developed by CSEM, and validate a flash imaging LiDAR in flight

The RemoveDebris ADR Mission: Preparing for an International Space Station Launch

International audienceSince the beginning of the space era, a significant amount of debris has progressively been generated in space. Active Debris Removal (ADR) missions have been suggested as a way of limiting and controlling future growth in orbital space debris by actively sending up vehicles to remove debris. The EC FP7 RemoveDebris mission, which started in 2013, draws on the expertise of some of Europe's most prominent space institutions in order to demonstrate key ADR technologies in a low-cost ambitious manner. The RemoveDebris mission launches to the International Space Station (ISS) in late 2017 where shortly after it will be deployed via the NanoRacks Kaber system into an orbit of around 400 km. The mission will perform its core demonstrations sequentially, utilising two CubeSats as artificial debris targets: net capture, harpoon capture, vision-based navigation , dragsail de-orbiting. The mission comes to an end in 2018 with all space entities having naturally de-orbited. This paper is split into the following parts: (a) an overview of the mission segments, (b) a discussion on launch procedures, (c) an overview of the operations sequence and demonstration timelines. The second section will focus on the specifics of the launch via NanoRacks and respective the NASA safety reviews. The third section will outline the planned operational timelines for the payloads. There will be a focus on what demonstrations will be performed and what types of data will be collected. The RemoveDebris mission aims to be one of the world's first in-orbit demonstrations of key technologies for active debris removal and is a vital prerequisite to achieving the ultimate goal of a cleaner Earth orbital environment

Les droits disciplinaires des fonctions publiques : « unification », « harmonisation » ou « distanciation ». A propos de la loi du 26 avril 2016 relative à la déontologie et aux droits et obligations des fonctionnaires

The production of tt‾ , W+bb‾ and W+cc‾ is studied in the forward region of proton–proton collisions collected at a centre-of-mass energy of 8 TeV by the LHCb experiment, corresponding to an integrated luminosity of 1.98±0.02 fb−1 . The W bosons are reconstructed in the decays W→ℓν , where ℓ denotes muon or electron, while the b and c quarks are reconstructed as jets. All measured cross-sections are in agreement with next-to-leading-order Standard Model predictions.The production of $t\overline{t}$, $W+b\overline{b}$ and $W+c\overline{c}$ is studied in the forward region of proton-proton collisions collected at a centre-of-mass energy of 8 TeV by the LHCb experiment, corresponding to an integrated luminosity of 1.98 $\pm$ 0.02 \mbox{fb}^{-1}. The $W$ bosons are reconstructed in the decays $W\rightarrow\ell\nu$, where $\ell$ denotes muon or electron, while the $b$ and $c$ quarks are reconstructed as jets. All measured cross-sections are in agreement with next-to-leading-order Standard Model predictions

Measurement of forward W→eνW\to e\nu production in pppp collisions at s=8 \sqrt{s}=8\,TeV

A measurement of the cross-section for $W \to e\nu$ production in $pp$ collisions is presented using data corresponding to an integrated luminosity of $2\,$fb$^{-1}$ collected by the LHCb experiment at a centre-of-mass energy of $\sqrt{s}=8\,$TeV. The electrons are required to have more than $20\,$GeV of transverse momentum and to lie between 2.00 and 4.25 in pseudorapidity. The inclusive $W$ production cross-sections, where the $W$ decays to $e\nu$, are measured to be \begin{align*} \begin{split} \sigma_{W^{+} \to e^{+}\nu_{e}}&=1124.4\pm 2.1\pm 21.5\pm 11.2\pm 13.0\,\mathrm{pb},\\ \sigma_{W^{-} \to e^{-}\bar{\nu}_{e}}&=\,\,\,809.0\pm 1.9\pm 18.1\pm\,\,\,7.0\pm \phantom{0}9.4\,\mathrm{pb}, \end{split} \end{align*} where the first uncertainties are statistical, the second are systematic, the third are due to the knowledge of the LHC beam energy and the fourth are due to the luminosity determination. Differential cross-sections as a function of the electron pseudorapidity are measured. The $W^{+}/W^{-}$ cross-section ratio and production charge asymmetry are also reported. Results are compared with theoretical predictions at next-to-next-to-leading order in perturbative quantum chromodynamics. Finally, in a precise test of lepton universality, the ratio of $W$ boson branching fractions is determined to be \begin{align*} \begin{split} \mathcal{B}(W \to e\nu)/\mathcal{B}(W \to \mu\nu)=1.020\pm 0.002\pm 0.019, \end{split} \end{align*} where the first uncertainty is statistical and the second is systematic.A measurement of the cross-section for $W \to e\nu$ production in $pp$ collisions is presented using data corresponding to an integrated luminosity of $2\,$fb$^{-1}$ collected by the LHCb experiment at a centre-of-mass energy of $\sqrt{s}=8\,$TeV. The electrons are required to have more than $20\,$GeV of transverse momentum and to lie between 2.00 and 4.25 in pseudorapidity. The inclusive $W$ production cross-sections, where the $W$ decays to $e\nu$, are measured to be \begin{equation*} \sigma_{W^{+} \to e^{+}\nu_{e}}=1124.4\pm 2.1\pm 21.5\pm 11.2\pm 13.0\,\mathrm{pb}, \end{equation*} \begin{equation*} \sigma_{W^{-} \to e^{-}\bar{\nu}_{e}}=\,\,\,809.0\pm 1.9\pm 18.1\pm\,\,\,7.0\pm \phantom{0}9.4\,\mathrm{pb}, \end{equation*} where the first uncertainties are statistical, the second are systematic, the third are due to the knowledge of the LHC beam energy and the fourth are due to the luminosity determination. Differential cross-sections as a function of the electron pseudorapidity are measured. The $W^{+}/W^{-}$ cross-section ratio and production charge asymmetry are also reported. Results are compared with theoretical predictions at next-to-next-to-leading order in perturbative quantum chromodynamics. Finally, in a precise test of lepton universality, the ratio of $W$ boson branching fractions is determined to be \begin{equation*} \mathcal{B}(W \to e\nu)/\mathcal{B}(W \to \mu\nu)=1.020\pm 0.002\pm 0.019, \end{equation*} where the first uncertainty is statistical and the second is systematic.A measurement of the cross-section for W → eν production in pp collisions is presented using data corresponding to an integrated luminosity of 2 fb$^{−1}$ collected by the LHCb experiment at a centre-of-mass energy of $\sqrt{s}=8$ TeV. The electrons are required to have more than 20 GeV of transverse momentum and to lie between 2.00 and 4.25 in pseudorapidity. The inclusive W production cross-sections, where the W decays to eν, are measured to be ${\sigma}_{W^{+}\to {e}^{+}{\nu}_e}=1124.4\pm 2.1\pm 21.5\pm 11.2\pm 13.0\kern0.5em \mathrm{p}\mathrm{b},$ ${\sigma}_{W^{-}\to {e}^{-}{\overline{\nu}}_e}=809.0\pm 1.9\pm 18.1\pm \kern0.5em 7.0\pm \kern0.5em 9.4\,\mathrm{p}\mathrm{b},$ where the first uncertainties are statistical, the second are systematic, the third are due to the knowledge of the LHC beam energy and the fourth are due to the luminosity determination

Measurement of the J/ψ pair production cross-section in pp collisions at s=13 \sqrt{s}=13 TeV

The production cross-section of J/ψ pairs is measured using a data sample of pp collisions collected by the LHCb experiment at a centre-of-mass energy of $\sqrt{s}=13$ TeV, corresponding to an integrated luminosity of 279 ±11 pb$^{−1}$. The measurement is performed for J/ψ mesons with a transverse momentum of less than 10 GeV/c in the rapidity range 2.0 < y < 4.5. The production cross-section is measured to be 15.2 ± 1.0 ± 0.9 nb. The first uncertainty is statistical, and the second is systematic. The differential cross-sections as functions of several kinematic variables of the J/ψ pair are measured and compared to theoretical predictions.The production cross-section of $J/\psi$ pairs is measured using a data sample of $pp$ collisions collected by the LHCb experiment at a centre-of-mass energy of $\sqrt{s} = 13 \,{\mathrm{TeV}}$, corresponding to an integrated luminosity of $279 \pm 11 \,{\mathrm{pb^{-1}}}$. The measurement is performed for $J/\psi$ mesons with a transverse momentum of less than $10 \,{\mathrm{GeV}}/c$ in the rapidity range $2.0<y<4.5$. The production cross-section is measured to be $15.2 \pm 1.0 \pm 0.9 \,{\mathrm{nb}}$. The first uncertainty is statistical, and the second is systematic. The differential cross-sections as functions of several kinematic variables of the $J/\psi$ pair are measured and compared to theoretical predictions

Measurement of the B0s→μ+μ− Branching Fraction and Effective Lifetime and Search for B0→μ+μ− Decays

A search for the rare decays Bs0→μ+μ- and B0→μ+μ- is performed at the LHCb experiment using data collected in pp collisions corresponding to a total integrated luminosity of 4.4  fb-1. An excess of Bs0→μ+μ- decays is observed with a significance of 7.8 standard deviations, representing the first observation of this decay in a single experiment. The branching fraction is measured to be B(Bs0→μ+μ-)=(3.0±0.6-0.2+0.3)×10-9, where the first uncertainty is statistical and the second systematic. The first measurement of the Bs0→μ+μ- effective lifetime, τ(Bs0→μ+μ-)=2.04±0.44±0.05  ps, is reported. No significant excess of B0→μ+μ- decays is found, and a 95% confidence level upper limit, B(B0→μ+μ-)<3.4×10-10, is determined. All results are in agreement with the standard model expectations.A search for the rare decays $B^0_s\to\mu^+\mu^-$ and $B^0\to\mu^+\mu^-$ is performed at the LHCb experiment using data collected in $pp$ collisions corresponding to a total integrated luminosity of 4.4 fb$^{-1}$. An excess of $B^0_s\to\mu^+\mu^-$ decays is observed with a significance of 7.8 standard deviations, representing the first observation of this decay in a single experiment. The branching fraction is measured to be ${\cal B}(B^0_s\to\mu^+\mu^-)=\left(3.0\pm 0.6^{+0.3}_{-0.2}\right)\times 10^{-9}$, where the first uncertainty is statistical and the second systematic. The first measurement of the $B^0_s\to\mu^+\mu^-$ effective lifetime, $\tau(B^0_s\to\mu^+\mu^-)=2.04\pm 0.44\pm 0.05$ ps, is reported. No significant excess of $B^0\to\mu^+\mu^-$ decays is found and a 95 % confidence level upper limit, ${\cal B}(B^0\to\mu^+\mu^-)<3.4\times 10^{-10}$, is determined. All results are in agreement with the Standard Model expectations

Measurements of prompt charm production cross-sections in pp collisions at s=5 \sqrt{s}=5 TeV

Production cross-sections of prompt charm mesons are measured using data from $pp$ collisions at the LHC at a centre-of-mass energy of $5\,$TeV. The data sample corresponds to an integrated luminosity of $8.60\pm0.33\,$pb$^{-1}$ collected by the LHCb experiment. The production cross-sections of $D^0$, $D^+$, $D_s^+$, and $D^{*+}$ mesons are measured in bins of charm meson transverse momentum, $p_{\text{T}}$, and rapidity, $y$. They cover the rapidity range $2.0 < y < 4.5$ and transverse momentum ranges $0 < p_{\text{T}} < 10\, \text{GeV}/c$ for $D^0$ and $D^+$ and $1 < p_{\text{T}} < 10\, \text{GeV}/c$ for $D_s^+$ and $D^{*+}$ mesons. The inclusive cross-sections for the four mesons, including charge-conjugate states, within the range of $1 < p_{\text{T}} < 8\, \text{GeV}/c$ are determined to be \begin{equation*} \sigma(pp\rightarrow D^0 X) = 1190 \pm 3 \pm 64\,\mu\text{b} \end{equation*} \begin{equation*} \sigma(pp\rightarrow D^+ X) = 456 \pm 3 \pm 34\,\mu\text{b} \end{equation*} \begin{equation*} \sigma(pp\rightarrow D_s^+ X) = 195 \pm 4 \pm 19\,\mu\text{b} \end{equation*} \begin{equation*} \sigma(pp\rightarrow D^{*+} X)= 467 \pm 6 \pm 40\,\mu\text{b} \end{equation*} where the uncertainties are statistical and systematic, respectively.Production cross-sections of prompt charm mesons are measured using data from pp collisions at the LHC at a centre-of-mass energy of 5 TeV. The data sample corresponds to an integrated luminosity of 8.60 ± 0.33 pb$^{−1}$ collected by the LHCb experiment. The production cross-sections of D$^{0}$, D$^{+}$, D$_{s}^{+}$ , and D$^{∗+}$ mesons are measured in bins of charm meson transverse momentum, p$_{T}$, and rapidity, y. They cover the rapidity range 2.0 < y < 4.5 and transverse momentum ranges 0 < p$_{T}$ < 10 GeV/c for D$^{0}$ and D$^{+}$ and 1 < p$_{T}$ < 10 GeV/c for D$_{s}^{+}$ and D$^{∗+}$ mesons. The inclusive cross-sections for the four mesons, including charge-conjugate states, within the range of 1 < p$_{T}$ < 8 GeV/c are determined to be $\begin{array}{l}\sigma \left( pp\to {D}^0X\right)=1004\pm 3\pm 54\mu \mathrm{b},\\ {}\sigma \left( pp\to {D}^{+}X\right)=402\pm 2\pm 30\mu \mathrm{b},\\ {}\sigma \left( pp\to {D}_s^{+}X\right)=170\pm 4\pm 16\mu \mathrm{b},\\ {}\sigma \left( pp\to {D}^{\ast +}X\right)=421\pm 5\pm 36\mu \mathrm{b},\end{array}$ where the uncertainties are statistical and systematic, respectively.Production cross-sections of prompt charm mesons are measured using data from $pp$ collisions at the LHC at a centre-of-mass energy of $5\,$TeV. The data sample corresponds to an integrated luminosity of $8.60\pm0.33\,$pb$^{-1}$ collected by the LHCb experiment. The production cross-sections of $D^0$, $D^+$, $D_s^+$, and $D^{*+}$ mesons are measured in bins of charm meson transverse momentum, $p_{\text{T}}$, and rapidity, $y$. They cover the rapidity range $2.0<y<4.5$ and transverse momentum ranges $0 < p_{\text{T}} < 10\, \text{GeV}/c$ for $D^0$ and $D^+$ and $1 < p_{\text{T}} < 10\, \text{GeV}/c$ for $D_s^+$ and $D^{*+}$ mesons. The inclusive cross-sections for the four mesons, including charge-conjugate states, within the range of $1 < p_{\text{T}} < 8\, \text{GeV}/c$ are determined to be \sigma(pp\rightarrow D^0 X) = 1004 \pm 3 \pm 54\,\mu\text{b} \sigma(pp\rightarrow D^+ X) = 402 \pm 2 \pm 30\,\mu\text{b} \sigma(pp\rightarrow D_s^+ X) = 170 \pm 4 \pm 16\,\mu\text{b} \sigma(pp\rightarrow D^{*+} X)= 421 \pm 5 \pm 36\,\mu\text{b} where the uncertainties are statistical and systematic, respectively

Transitioning flight guidance and control for a twin rotor tailsitter unmanned air vehicle

The future of aircraft lies in highly intelligent vehicles which are able to adapt themselves to different missions and take-off and land anywhere. Tailsitters, aircraft capable of controlled transitions between horizontal flight (like a fixed-wing aircraft) and vertical flight (like a rotary-wing aircraft), are one such form of vehicle. The focus of this research stems from a collaboration between the Surrey Space Centre and QinetiQ involving a new class of VTOL tailsitter - the QinetiQ Eye-On™ UAV - which offers uniqueness from all other known tailsitters in its use of twin helicopter rotors, elevons and a rudderless flying-wing design. A core objective of this research is to develop a control and navigation architecture capa.ble of handling the transitional flight regime in tailsitters and to understand the mechanism by which a transition can be controlled. Very little past research has addressed either of these in detail, often including only cursory modelling and simulation, no regard to how transitions can be 'shaped', and with no consideration of optimisation of transitions or whether their control laws are even robust. Another shortcoming of past literature is the minimal amount of experimental work undertaken which mostly uses only generic, simple single-propeller aircraft and does not consider transitional flight. Furthermore, examination of real-world applications where a tailsitter can be used has also been barely considered in literature. The limitations are addressed in three research divisions: I, II, III. {I} Development of a novel six degree of freedom (6-DOF) non-linear model with custom-designed numerical fluid dynamics, has allowed. high-fidelity simulation of all flight regimes to be performed. The developed control and navigation architecture is the first all-encompassing control architecture for the class of twin rotor tailsitters; it uses rudimentary low-level controllers and is capable of performing three different transitions: vertical to horizontal (V to H) , H to V (altitude elevation) and H to V (altitude invariant). The last of these is a ground-breaking discovery; transitions from H to V can be performed with virtually no increase in altitude. One improvement from past literature is that transitioning is undertaken in a closed-loop manner by commanding the vehicle to follow velocity and pitch setpoints. A carefully selected set of parameters has been devised to allow transitions to be shaped by transition time period, flight speed, sample size and smoothness of the control setpoint command. For the first time optimisation is applied to obtain ideal parameters for the transitions and robustness simulations stochastically consider environmental disturbances and variation of vehicle mass. [II] A comprehensive experimental framework has been developed tha.t uses various advanced testbed configurations to validate the control architecture, requiring the fusion of both aeroplane and helicopter technologies. Initially, an indoor motion capture testbed uses a series of precursory vehicles (including both quadrotor and Chinook) to pioneer taiisitter technology. A thrust testbed was also developed to explore thrust curve relationships and obtain optimal thrust zones for differing flight regimes. The outdoor testbed required the development of a complete self-contained autopilot system, including telemetry and ground station, which was tested in a progressive fl ight campaign spanning four flight locations across the UK. The experimentation forms the first demonstration of &-DOF untethered flight for the class of twin rotor tailsitters in VTOL, manual transitional and semi-autonomous transitiona.l modes. [III] In terms of systems analysis, two distinct civil and military scenarios are evaluated: linear asset monitoring, and perch and stare (which includes an innovative miniaturisation analysis) . The first thorough and realistic consideration is also given to the use of a reusable tailsitter v.'ith a docking station for staged exploration in extra-terrestrial environments. Industrially, the research programme extensively develops the technology necessary for autonomous flight of the UAV and extends from Technology Readiness Level (TRL) 2 to 6. Academically, significant contributions have been made to the field including: tailsitter modelling, transitioning methodology, control architecture, optimisation, testbed design, flight experimentation, systems design.EThOS - Electronic Theses Online ServiceSurrey Space Centre, QinetiQ, EPSRCGBUnited Kingdo