Next Generation Advanced Video Guidance Sensor

The first autonomous rendezvous and docking in the history of the U.S. Space Program was successfully accomplished by Orbital Express (OE) in May of 2007, using the Advanced Video Guidance Sensor (AVGS) as the primary docking sensor. The United States now has a mature and flight proven sensor technology for supporting Crew Exploration Vehicles (CEV) and Commercial Orbital Transportation Services (COTS) Automated Rendezvous and Docking (AR&D).(1 2) Video-based sensors have been under regular development, testing, and upgrading at Marshall Space Flight Center (MSFC) for almost 20 years. The first sensor flown was the Video Guidance Sensor (VGS) in 1997, followed by the AVGS on the Demonstration of Autonomous Rendezvous Technologies (DART) mission in 2005 [2]. AVGS has a proven pedigree, based on extensive ground testing and flight demonstrations. The AVGS on the Demonstration of Autonomous Rendezvous Technology (DART) mission operated successfully in "spot mode" out to 2 kin. The first generation rendezvous and docking sensor, the VGS, was developed and successfully flown on Space Shuttle flights in 1997 and 1998. Parts obsolescence issues prevent the construction of more AVGS units, and the next generation sensor must be updated to support the CEV and COTS programs. The flight proven AR&D sensor is being redesigned to update parts and add additional capabilities for CEV and COTS with the development of the Next Generation AVGS (NGAVGS) at MSFC. The obsolete imager and processor are being replaced with new radiation tolerant parts. In addition, new capabilities might include greater sensor range, auto ranging, and real-time video output. This paper presents an approach to sensor hardware trades, use of highly integrated laser components, and addresses the needs of future vehicles that may rendezvous and dock with the International Space Station (ISS) and other Constellation vehicles. It will also discuss approaches for upgrading AVGS to address parts obsolescence, and concepts for minimizing the sensor footprint, weight, and power requirements. In addition, parts selection and test plans for the NGAVGS will be addressed to provide a highly reliable flight qualified sensor. Expanded capabilities through innovative use of existing test capabilities will also be discussed along with some of the test results achieved during the preliminary development of the NGAVGS.