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The task of modeling the external conditions of the Martian environment and technical device, among other things, includes working with risks. The system needs to instill decision-making methods based on the rover’s capabilities and partly on the modeling of the surface of Mars: sometimes, decisions need to be taken into account under conditions of uncertainty. The principal risks of the rover include internal factors, which are usually technical, and external, which can create insurmountable obstacles or system failure. However, each identified risk combines a confluence of internal and external circumstances. Firstly, the motor may overheat, resulting from both external conditions of high temperature and too much current supply inside the system. Secondly, the motor power may not be enough for a particular slope of the next obstacle. Finally, the third risk can be defined as potential towing on sands without the necessary traction force from the wheels.
The risk of engine overheating can lead to the all-terrain vehicle system’s complete failure and loss of communication with it. If the rover is not equipped with a temperature control sensor to protect or prevent other system components, the rover may be destroyed. The risk of a high obstacle, dictated by the motor’s power, can put the rover into an endless loop of attempts to climb to the surface, as a result of which fuel resources may run out. In the absence of control systems, both the first and second risks may occur infrequently, but only once. The frequency of the third risk of towing on a sandy surface depends on the geographic route of the rover. With proper mitigation of this risk, such a problem can only create a shortage of fuel resources. On the other hand, mechanical damage caused by high friction with the sandy surface can cause significant damage to essential parts of the rover, including those that provide its movement.
In the first case, a system should be created for controlling the supply of current and consider including a temperature sensor in the body of the all-terrain vehicle. The current supply system will control the maximum amount of current supplied to the motor, which will prevent the risk from occurring due to internal factors. The temperature sensor will disable the engine to prevent the destruction of the rover and will have to keep it in a state until it cools down. Overcoming the second risk of too high a slope should be addressed in advance by implementing a 2.6V motor that is more powerful than the current design. Naturally, at a particular inclination, this engine may not be able to cope due to too large an angle or duration of ascent. In this case, it is required to consider the obstacle scoring system and testing on different simulated inclinations to determine the rover’s maximum capabilities. Finally, in the third case of towing risk, it is necessary to adapt the structures to mitigate the risk. The wheels will be covered with rubber, and a grip tape will be added for better traction and overcoming various obstacles. A protective casing over the most critical parts can prevent friction with the sandy surface. As a result, the rover may lose speed but be more stable in a given environment.
Risk response control may include classifying all possible risks identified at several stages. The stage of theoretical assessment involves a hypothetical definition of risks. Then, at the modeling stage, hypotheses are tested, and new ones are determined. Finally, the phase of actual practice provides the most significant experience, reflecting the rover’s activity in specific conditions. The major retrospective will be the development of such a classification of risks, explaining how some of them can affect the device, what decisions were made to mitigate risks and where these decisions were effective, and where they need to be improved. The future project manager will immediately have a complete picture of the rover’s capabilities and see the full range of tasks facing the improvement of the device.
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