VIBRATION ISOLATION FOR

INTERNATIONAL SPACE STATION EXTERNAL CARGO ITEMS

J. R. Maly P. S. Wilke J. W. Sills Jr.

CSA Engineering, Inc. United Space Alliance, LLC
Mountain View, CA 94043 Houston, TX. 77058

disengage both translation drive wheels for EVA removal

ABSTRACT
and replacement of the LDU, if the E/D drives are unable to
The International Space Station (ISS) has developed a disengage the translation drive wheels.
common carrier platform for transportation of Orbital The LDU is also equipped with the following thermal control
Replacement Units (ORUs). These carrier platforms can be provisions in order to keep IMCAs and other critical
adapted for flight on any given Cross Bay or Sidewall Carrier mechanisms within the desired operating temperature range:
in the ISS inventory. Recent random vibration analyses electric heaters, resistance temperature devices (RTDs),
have shown that one ORU manifested on this common thermostat circuits, and thermal blankets.
platform on different cross bay carriers has its qualification
and acceptance requirements exceeded. Since high
frequency random vibrations are generally the cause for Redundant E/D Drive IMCA
failure in ORUs, special studies were initiated to investigate
and eliminate the structure and acoustic borne random
vibration environment. These studies focused on load
mitigation techniques that isolate the ORU between the
common platform and the ORU and common platform from
Cross Bay Carriers. To achieve isolation from these ascent
disturbances, solutions for the study article were investigated
to produce an isolation design that ideally attenuates the
random vibration levels at 50 Hz by a factor of two and those
Primary Translation
at higher frequencies even more. This paper chronicles the Drive IMCA
scope of the study, parameters used in the study, and a
design solution, including recommendations for testing, that Redundant Translation
will provide an acceptable ORU environment that is no more Drive IMCA
severe than its qualification environment.
Figure 1: Mobile Transporter Linear Drive Unit
1 LINEAR DRIVE UNIT DESCRIPTION
2 LINEAR DRIVE UNIT
The Linear Drive Unit (LDU) shown in Figure 1 is an Orbital QUALIFICATION TESTING BACKGROUND
Replaceable Unit (ORU) that mounts to the ISS Mobile
The qualification LDU underwent initial vibration testing
Transporter (MT) primary structure with four ORU
between 24 June 1998 and 20 July 1998. The vibration
attachment bolts on the zenith (-Z) side of the MT. The LDU
testing of the Qualification LDU was started with the nominal
provides drive and stopping forces for the MT along the
spectra shown in Table 1.
Integrated Truss Structure (ITS) rail.
Frequency ASD Slope Cumulative
The LDU assembly contains translation drive mechanisms,
(Hertz) (G^2/Hz) dB/Octave Grms
Engagement/Disengagement (E/D) drive mechanisms, a
bogie assembly, a booster foot assembly, a structure
assembly, Extra Vehicular Activity (EVA) override cams and 20 0.0320
launch locks. Additionally, the LDU contains two 80 0.1300 3.0 2.2
independent translation drive mechanisms, a primary and a 350 0.1300 0.0 6.3
redundant. Each translation drive contains an Integrated 2000 0.0220 -3.1 10.9
Motor and Controller Assembly (IMCA), a gear train, a Table 1: Linear Drive Unit
preload spring assembly, a brake assembly, and a 12-inch- Original Qualification Random Vibration Spectrum
diameter drive wheel with an elastomer tire.
During launch, launch locks secure the LDU in a disengaged X and Y axis testing of the unit, including development of
configuration to withstand launch loads and vibration. EVA notches, was completed without incident. During Z-axis
is required to release the launch locks once the MT is qualification testing, an overtest condition occurred which
deployed on orbit. The EVA cams allow the astronauts to damaged the unit.
Following the overtest, several changes were made to the transfer to the on-orbit portion of the International Space
test procedure. An overrange accelerometer was added to Station (ISS), and return from orbit to earth. When the
the test setup. This accelerometer was preset to abort the Integrated Assembly is used with the proper carrier or
run if input to the LDU exceeded a preset value. An storage platform, the Integrated Assembly can be used to
observer was put in voice contact with the test operator so support storage of the LDU ORU at on-orbit ISS external
that the observer could abort the test if any anomaly was payload sites. The Integrated Assembly can be separated
observed. These two safeties were tested before each from the Passive Flight Releasable Attachment Mechanism
series of vibration tests. Finally, in order to minimize the risk (PFRAM) Interface Plate (IP) Assembly mounted to the
of additional damage, the baseline spectrum from Table 1 launch carrier, or the ISS stowage platform.
was changed to reflect the spectrum in Table 2.
Notched X, 4.3 g RMS
Frequency ASD Slope Cumulative
0.1 Notched Y, 4.4 g RMS
(Hertz) (G^2/Hz) dB/Octave Grms
Notched Z, 4.5 g RMS
Min Qual, 2.4 g RMS
20 0.009
30 0.026 7.7 0.4 0.01

ASD (g^2/Hz)
60 0.026 0.0 1.0
120 0.017 -1.9 1.5
220 0.043 4.6 2.3
450 0.043 0.0 3.9 0.001

2000 0.000 -9.4 4.9

Table 2: Linear Drive Unit
Modified Qualification Random Vibration Spectrum 0.0001
10 100 1000 10000
LDU qualification re-testing took place between 4 November Frequency (Hz)
and 21 November 1998. During this new series of testing,
notched spectra were redeveloped. Individual axis notched Figure 2: Minimum Notched Qualification Spectrum
qualification spectra were created using predicted maximum Compared to Notched X, Y, and Z Spectra
flight level criteria, Table 3.
Frequency ASD Slope Cumulative
(Hertz) (G^2/Hz) dB/Octave Grms

20 0.0020
30 0.0066 7.7 0.2
60 0.0066 0.0 0.5
120 0.0043 -1.9 0.7
220 0.0110 4.7 1.1
450 0.0110 0.0 2.0
2000 0.0001 -9.4 2.4

Table 3: Linear Drive Unit

Minimum Qualification Random Vibration Environment
Figure 2 shows the individual LDU qualification notched
spectra created during the November 1998 test campaign.
Minimum notch levels were based on minimum acceptable
flight levels listed in Table 3 and also depicted in Figure 2.
Results of the qualification testing show that there were
three exceedances areas outside the notches. These
exceedances occurred for accelerometers on the primary
E/D IMCA at 165 Hz and 1000 Hz and the brake at 110 Hz.
These exceedances were addressed and exonerated using
data found in References [1] and [2].
3 LDU FLIGHT SUPPORT EQUIPMENT
AND ENVIRONMENTS
3.1 Flight Support Equipment Configuration
The LDU, the LDU Flight Support Equipment (FSE), and the
Small Adapter Plate Assembly (SAPA) comprise the LDU
FSE Integrated Assembly, as shown in Figure 3; the
components are denoted in the finite element model in
Figure 5. The Integrated Assembly is used to support
transportation of LDU ORUs from earth to orbit, cargo
Figure 3: LDU FSE Installation Kit Mounted on SAPA
The LDU FSE provides a mechanical and structural interface
between the LDU ORU and the Adapter Plate. The LDU
FSE is both EVA and EVR (except for LDU MLI only
configuration) compatible. The LDU FSE is composed of
LDU ORU interface mounting equipment, a heater system,
EVA and Extravehicular Robotics (EVR) aids, and provides
two LDU ORU passive thermal control options, either
multilayer insulation or a Robotic Thermal Cover as shown in
Figure 3.
3.2 Cross Bay Carrier Environments
The LDU FSE Integrated Assembly has been designed to fly
on either an Integrated Cargo Carrier (ICC) or a Lightweight
MPESS Carrier (LMC). Random vibration environments
have been developed for the both the LMC and the ICC at
the carrier to SAPA interface. These environments are
shown in Table 4 for the ICC and Table 5 for the LMC.
 ICC X-Axis Random Vibration Spectrum
Frequency ASD Slope Cumulative ICC Z, 3.2 g RMS
0.1
(Hertz) (G^2/Hz) dB/Octave Grms LMC, 3.0 g RMS

Min Qual, 2.4 g RMS

20 0.0025
58 0.0025 0.0 0.31 0.01

ASD (g^2/Hz)
125 0.0250 9.0 0.92
300 0.0250 0.0 2.28
900 0.0010 -8.8 2.9 0.001
2000 0.0010 0.0 3.1
ICC Y-Axis Random Vibration Spectrum
Frequency ASD Slope Cumulative
0.0001
(Hertz) (G^2/Hz) dB/Octave Grms
10 100 1000 10000
Frequency (Hz)
20 0.0040
68 0.0040 0.0 0.44 Figure 4: Minimum Notched Qualification Spectrum
125 0.0250 9.1 0.95 Compared to Carrier Inputs
300 0.0250 0.0 2.30
4 VIBRATION ISOLATION CONCEPTS
900 0.0010 -8.8 2.9
2000 0.0010 0.0 3.1 Vibration isolation concepts were evaluated with the finite
ICC Z-Axis Random Vibration Spectrum element model developed by Boeing (Figure 5). The LDU is
Frequency ASD Slope Cumulative mounted to the Carrier through the FSE and the SAPA, and
(Hertz) (G^2/Hz) dB/Octave Grms each component is modeled in detail, as shown in the
Figure. Isolation system performance was evaluated by
20 0.0090 driving the model with the ICC and LMC random vibration
45 0.0090 0.0 0.47 spectra, and recovering acceleration responses (ASDs) at
125 0.0250 3.0 1.26 the critical IMCA components.
300 0.0250 0.0 2.44
900 0.0010 -8.8 3.1
2000 0.0010 0.0 3.2
LDU
Table 4: ICC Random Vibration Spectra SAPA
Frequency ASD Slope Cumulative FSE
(Hertz) (G^2/Hz) dB/Octave Grms

20 0.0020
50 0.0100 5.3 0.4
400 0.0100 0.0 1.9
2000 0.0012 -4.0 3.0
Table 5: LMC Random Vibration Spectrum Figure 5: Assembly finite element model

Comparisons of both the LMC and ICC base input spectra to
the LDU qualification notched spectrum show that the carrier
spectra inputs in the 100 to 400 Hz range are much greater.
This basic comparison has caused concern that the original
qualification certification for the LDU may be exceeded when
subjected to the levels defined in Table 4 and Table 5.
Therefore, the ISS External Carriers Office initiated a study
to develop vibration isolation concepts to provide an
acceptable LDU environment that is no more severe than its
qualification environment.
3.3 Design Load Factors
In addition to the random environments, load factors were
taken to be 13 g in each of three directions applied
simultaneously. The 13-g load factor represents an
envelope of both the LMC and the ICC environments for a
cargo item having an equivalent mass of that of the LDU
integrated assembly. This environment drove the isolation
system design toward a metallic load path configuration.
Initial concepts were considered at both interfaces, i.e.,
between the LDU and FSE, and between the FSE and
SAPA. Base inputs were applied and acceleration
responses at the IMCAs were computed. Much better
attenuation was achieved with the isolation installed at the
LDU/FSE interface; in fact, some response levels increased
with the isolation at the FSE/SAPA interface. From these
results it was clear that the best location for isolation was
between the LDU and the FSE.
Several isolation configurations were evaluated at the
LDU/FSE interface. For configurations determined to be
effective, more detailed isolation system models were built
and integrated with the system model. Very good analytical
predictions were achieved with
elastomer grommet isolators, shown schematically
in Figure 6, and
a derivative of the SoftRide MultiFlex Isolation
system, shown in Figure 7 and described in detail
in Reference [3].
 4 ISOLATION ANALYSIS RESULTS
Analysis results with both the elastomer grommet inserts and
the MultiFlex Isolation system showed very good attenuation
when subjected to both the ICC and LMC random vibration
inputs. A typical response Acceleration Spectral Density
(ASD) plot for the MultiFlex isolation is shown in Figure 9,
due to the LMC random vibration input. Similar reductions
were achieved with the grommet isolation system.
Figure 6: FSE with elastomer grommet isolators Responses at all key response locations, the IMCAs and the
LDU center of gravity, due to the ICC random vibration
SoftRide MultiFlex Isolation was developed by CSA spectra are summarized in Table 6 and Figure 10 for both
Engineering to provide whole-spacecraft vibration isolation. isolation systems.
Whole-spacecraft isolation systems are inserted between the
launch vehicle and the spacecraft and serve to attenuate
structure-borne launch loads imparted to the spacecraft.
The MultiFlex isolation system inserts flexibility and damping
in three orthogonal axes between the launch vehicle and the
satellite. The result is that dynamic launch loads with both
axial and lateral components can be effectively mitigated.
The multi-axis isolation system was a logical extension of the
single-axis UniFlex system (Reference [4]) and has the
same qualities of being simple, passive, lightweight, reliable,
linear and robust. Six rocket launches have demonstrated
SoftRide isolation to date, and MultiFlex systems have flown
on the Minotaur/JAWSAT mission in January of 2000 and
the Minotaur/MightySat mission in July 2000. Coupled loads
analyses and flight telemetry data showed that the SoftRide
MultiFlex system performed as expected and greatly
reduced dynamic launch loads for the satellites. Figure 9: LDU response to LMC random vibration
with and without MultiFlex Isolation
Even though good attenuation was predicted with both the
elastomer grommet system and the SoftRide MultiFlex
system, implementation of these two isolation configurations
must follow substantially different paths. Selection of one
system or the other must consider all environmental, life, and
qualification issues.
The analysis that was performed assumes a linear structure
and linear isolation components. The MultiFlex system can
Patent # 6,290,183 be considered linear within the elastic range of the titanium
Awarded Sept. 18, 2001 flexure elements, but this is not the case for the elastomer
grommets. Application of the 13-g design load factors will
Figure 7: MultiFlex Isolator result in a deflection over 0.2 inches, well beyond the linear
range of an elastomer grommet element. The resulting
One version of a MultiFlex Isolator component is shown in stiffening of the elastomer would raise the suspension
Figure 7. This component consists of titanium flexure frequencies and reduce the attenuation achieved.
elements with viscoelastic constrained-layer damping. A set
of these components comprises a SoftRide MultiFlex RMS Response, g
Isolation system. Figure 8 shows the modification proposed input response baseline grommet MultiFlex
for the LDU FSE to accommodate the MultiFlex isolators. ICC X CG X 2.3 1.1 0.9
IMCA1 X 4.9 2.7 1.8
IMCA2 X 3.0 1.3 1.3
IMCA3 X 2.5 1.4 1.1
ICC Y CG Y 2.1 1.2 1.1
IMCA1 Y 4.5 2.0 1.8
IMCA2 Y 4.3 1.6 1.4
IMCA3 Y 3.0 1.7 1.5
ICC Z CG Z 3.3 1.7 1.5
IMCA1 Z 5.2 3.3 1.9
IMCA2 Z 4.1 2.2 1.8
IMCA3 Z 3.8 2.1 1.9

Table 6: Predicted RMS acceleration levels at IMCAs

Figure 8: FSE modified for installation of with and without isolation system
MultiFlex isolators
Life cycling is another important factor that favors the
MultiFlex system over the elastomer solution. It is essential
that this isolation system be re-used for landing during the
return from ISS, and it is highly desirable for the system to
be re-usable for future multiple launches of LDUs. Metallic
systems can be qualified once and used for multiple flights.
Elastomer systems will require testing to ensure that
degradation has not occurred.

ICC Random Vibration baseline

grommet
6
MultiFlex
RMS response to 2000 Hz

3
Figure 11: MultiFlex Isolator under test
2

1 6 CONCLUSIONS
0 A linear, metallic-load-path isolation system for an ISS
Orbital Replacement Units has been configured to protect
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this ORU during launch on the Space Shuttle. Analysis has

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shown that this ORU has its qualification and acceptance

requirements exceeded due to high frequency random
vibrations in the current launch configuration. The solution is
Figure 10: Predicted RMS acceleration levels at IMCAs a variation of the SoftRide MultiFlex Isolator developed by
with and without isolation systems CSA Engineering for whole spacecraft launch isolation. It is
Ultimately a decision was made to implement the MultiFlex expected that this system will attenuate the random vibration
system based on reliability and cost. While the initial cost of levels at 50 Hz by a factor of two and those at higher
a grommet system could be very low, the testing and frequencies even more. This design solution will provide an
analysis required for qualification and re-usability would be acceptable ORU environment that is no more severe than its
prohibitive. And because of the high design loads, it is not qualification environment. Furthermore, it is anticipated that
clear that such a system could be achieved even with SoftRide MultiFlex Isolation can be used for other ORUs that
extensive analysis and testing. must be transported to the International Space Station.

5 ISOLATION SYSTEM INTEGRATION AND TESTING ACKNOWLEDGEMENTS

To qualify the SoftRide MultiFlex system for flight, final The authors would like to express their gratitude to the ISS
design will be performed with a detailed finite element External Carriers Office for the opportunity to participate in
model. This analysis will ensure that the design loads can the development of vibration isolation solutions for the ISS
be sustained with sufficient margin. Testing will then be external cargo items.
performed to verify this model and qualify the design. REFERENCES
Each isolator component will be tested for performance and [1] Reports, Structural Analysis, Segment S0 Structural
strength. Performance testing will consist of Direct Complex Test Article Acoustic Qualification Testing, MDC
Stiffness (DCS) measurements, to characterize the 99H0362.
component for stiffness and damping. Complex stiffness
measurement is described in Reference [5]. The component [2] Hoyt, D., Test Report for Vibration Testing of the
finite element model will be validated with this test sequence, Qualification Linear Drive Unit (LDU) S/N 099, TR-
and the performance of each flight isolator will be shown to 6069-037, August, 1999.
be within an acceptable range of the predicted values.
[3] Johnson, C. D., Wilke, P. S., Darling, K. R., Multi-axis
Qualification tests will be performed to verify strength
whole-spacecraft vibration isolation for small launch
margins, and acceptance testing will be performed, with
vehicles, SPIE Conference on Smart Structures and
flight limit loads, on each of the flight isolators. Figure 11
Materials, Newport Beach, California, March, 2001.
shows a MultiFlex Isolator under test, in a configuration for
both performance and strength testing, for axial loading of [4] Wilke, P. S., Johnson, C. D., Fosness, E. R., Whole-
the Isolator. Lateral loading is achieved by testing two Spacecraft Passive Launch Isolation, Journal of
isolators in parallel. Spacecraft and Rockets, Vol. 35, No. 5, pgs 690-694,
September-October 1998.
Integration of the MultiFlex Isolation system will be achieved
with a modification to the LDU FSE as depicted in Figure 8, [5] Maly, J. R., Bender, K. A., Pendleton, S. C., Complex
consisting of raising the mounting flange from the bottom to Stiffness Measurement of Vibration-Damped Structural
the top plane of the FSE. Installation of the isolators in the Elements, International Modal Analysis Conference,
flight configuration of the LDU FSE will be straightforward, IMAC-XVIII, San Antonio, Texas, February, 2000.
using a bolt pattern identical to the original mounting pattern.