Control Th&y Group

DEPARTMENT OF ELECTRICAL E N G I N E E R I N G

//
A MATHEMATICAL MODEL FOR A SPACE VEHICLE

m y S T BECTCR C W I w L E Y S T E

2. Thompson and J. C. Hung

P a r t i a l l y supported by

National Aeronautics and Space Administration

through Grant N s E 3 51

August 24, 1967

I
 S c i e n t i f i c Report No. 15

Control Theory Group

A MATHEMATICAL MODEL FOR A SPACE VEHICLE

THRUST VECTOR CONTROL SYSTEM

by

Z . Thompson and J. C. Hung

P a r t i a l l y supported by

National Aeronautics and Space Administration

through Grant N s G 3 5 1

August 24, 1967

Department of Electrical Engineering

The University of Tennessee

 ACKNOWLEDGMENT

The research work reported here was partially supported by the

National Aeronautics and Space Administration through Grant NsG351.

This report contains the essence of a thesis submitted to The

University of Tennessee by Zack Thompson for the degree of Master of

Science .

ii
 TABLE OF CONTENTS

CHAPTER PAGE

I. INTRODUCTION . . . . . . . . . .. . . . . . . . . . . . . . 1

11. TORQUE MOTOR . . . . . . . . . . . . . . . . . . . . . . . . 12

111. SERVO VALVE . . . . . . . . . . . . . . . . . . . . . . . . 19

I V . LOAD AND REFLECTED LOAD MlNAMICS . . . . . . . . . . . . . . 33

V. DYNAMIC SHAPING NETWORK . . . . . . . . . . . . . . . . . . 43

VI. SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . 51

LIST OF REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . 61

APPEND1 CES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

A. EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . 66

B. ASSUMPTIONS USED . . . . . . . . . . . . . . . . . . . . . . 76

iii
 \

LIST OF FIGURES

FIGURE PAGE

1. Space Booster ........................ 2

2, Engine C l u s t e r . . . . . . . . . . . . . . . . . . . . . . . 4

3. S i n g l e Engine Stage . . . . . . . . . . . . . . . . . . . . . 5

4. Torque Motor Armature and Magnets . . . . . . . . . . . . . . 13

5. Side V i e w of Torque Motor . . . . . . . . . . . . . . . . . . 14

6. Torque Motor Schematic . . . . . . . . . . . . . . . . . . . 15

7. Complete Block Diagram of Servo Valve . . . . . . . . . . . . 18

8. S i n g l e Stage Flow Valve ................... 20

9. V a r i a b l e Sharp Edge O r i f i c e . . . . . . . . . . . . . . . . . 22

10. Servo Valve Flow Curves . . . . . . . . . . . . . . . . . . . 23

11. Sharp Edge O r i f i c e Curves . . . . . . . . . . . . . . . . . . 24

12. Four Quadrant Flow Curves . . . . . . . . . . . . . . . . . . 26

13. L i n e a r Flow Curares ..................... 27

14. S i m p l i f i e d Block Diagram . . . . . . . . . . . . . . . . . . 29

15. F r e e Body D i a g r a m of Servo Valve Spool . . . . . . . . . . . 31

16. Servo Valve Block Diagram . . . . . . . . . . . . . . . . . . 32

17 a Actuator and Load . . . . . . . . . . . . . . . . . . . . . . 34

18. Amplitude Response of Reflected Load . . . . . . . . . . . . 37

19 A c t u a t o r P i s t o n Free Body Diagram . . . . . . . . . . . . . . 38

20 0 ............
Actuator P i s t o n Rod Free Body Diagram 39

21 * Engine Free Body Diagram .................. 40

iv
 V

FIGURE PAGE

22 . Shaping Network Schematic . . . . . . . . . . . . . .. . . . 44

23 . Shaping Network Free Body Diagram . . . . . . . . . . . . . . 45

24 . Frequency Response of Network . . . . . . . . . . . . . . . . 50

25 . Schematic of Complete T.V.C. ................ 52

26 . System Frequency Response . . . . . . . . . . . . . . . . . . 53

27 . System Response w i t h Load Changes . . . . . . . . . . . . . . 55

28 . . . . . . . . . . . . . . . .. . . .
Overall System Response 56

29 . Block Diagram f o r Analog Simulations . . . . . . . . . . . . 57

30 . Response of System with Pressure Loop Gain Adjustment . . . . 58

31 . Analog Runs of System . . . . . . . . . . . . . . . . . . . . 59

32 . System Block Diagram .................... 67

33 . Engine Frequency Response . . . . . . . . . . . . . . . . . . 68

34* Root Locus P l o t of Open Loop . . . . . . . . . . . . . . . . 70

35 . Expanded Root Locus P l o t of Load Dipole . . . . . . . . . . . 71

36 . Double Block Diagram . . . . . . . . . . . . . . . . . . . . 72

37 . S i n g l e Block Diagram . . . . . . . . . . . . . . . . . . . . 73

38 . Actuator Frequency Response . . . . . . . . . . . . .. . . . 74

 CHAPTER I

INTRODUCTION

I n o r d e r for man t o e x p l o r e t h e many c h a l l e n g e s of o u t e r s p a c e ,

it is n e c e s s a r y f o r b o t h man and s c i e n t i f i c equipment t o be t r a n s p o r t e d

t o t h e a r e a s of i n t e r e s t . This i s p o s s i b l e through t h e combined e f f o r t s

and s k i l l s of t h e many engineering and o t h e r s c i e n t i f i c f i e l d s . A large

space b o o s t e r , such as t h a t shown i n F i g u r e 1, must c o n t a i n a l l t h e

necessary equipment f o r a c c u r a t e c o n t r o l and guidance t o t h e predeter-

mined d e s t i n a t i o n . This i s by n o means a s i m p l e requirement and must

involve a tremendaus amount of complex equipment. The equipment w i l l

normally include more t h a n one onboard computer t o s o l v e t h e many e q u a t i o n s

on a vast number of v e h i c l e parameters, many of which are changing w i t h

time.

One of the more important closed loop systems necessary for

guiding and c o n t r o l l i n g t h e space booster i s t h e t h r u s t vector c o n t r o l

("VC) system. The o b j e c t i v e of t h i s subsystem is t o p o s i t i o n t h e t h r u s t

v e c t o r t o some commanded p o s i t i o n . The t h r u s t v e c t o r i s t h e amount of

f o r c e generated by an engine, or a c l u s t e r of e n g i n e s , f o r t h e purpose

of l i f t i n g t h e boost v e h i c l e and i t s pay load t o i t s d e s t i n a t i o n . The

t h r u s t of an engine is u s u a l l y h e l d c o n s t a n t r e g a r d l e s s of t h e gimbal

position. The engines are mounted t o t h e v e h i c l e s t a g e through a gimbal

b e a r i n g which is designed t o have the engine t h r u s t p i v o t about t h e c e n t e r

of t h e bearing. If t h e geometric c e n t e r l i n e of t h e engine is v a r i e d

1
 2

--

Figure 1. Space booster.

 3

about t h i s gimbal c e n t e r , it w i l l move w i t h i t t h e a c t u a l t h r u s t v e c t o r

of the engine. I t can be seen from F i g u r e 1 t h a t a f o r c e a t t h e a f t p a r t

of t h e v e h i c l e can produce a l a r g e t u r n i n g moment about t h e c e n t e r of

inass of t h e v e h i c l e . T h i s mauent is used t o determine t h e a u g u l a r posi-

t i o n of t h e v e h i c l e and thereby f i x i n g i t s a t t i t u d e .

Most space b o o s t e r s have more t h a n one s t a g e s i n c e it is convenient

t o d i s c a r d t h e dead weight of t h e f u e l t a n k s when t h e y have been depleted.

Sane of t h e s e stages may have a cluster of engines w h i l e o t h e r s may

r e q u i r e only one. A c l u s t e r of engines might be arranged i n a p a t t e r n

such as t h a t i n F i g u r e 2 . There may be one or more engines f i x e d i n t h e

c e n t e r p o s i t i o n , which a r e u s u a l l y not gimballed f o r t h r u s t v e c t o r con-

trol. The engines t h a t a r e used t o change the d i r e c t i o n of t h e r e s u l t a n t

t h r u s t v e c t o r have two a c t u a t o r s per engine mounted a t 90 degrees t o each

other. These a c t u a t o r s are positioned by a command from t h e c o n t r o l

computer which has s c a l e d t h e i n d i v i d u a l s i g n a l s s o t h a t t h e v e h i c l e can

be c o n t r o l l e d i n p i t c h , yaw, and r o l l .

The d e s i g n of a t h r u s t v e c t o r c o n t r o l system must be s t a r t e d e a r l y

i n a v e h i c l e program. I t can be seen i n F i g u r e 3 and w i l l be more obvious

l a t e r t h a t many e s s e n t i a l parameters of t h e TVC come from o t h e r p a r t s of

the stage, The a t t a c h p o i n t s and the s p r i n g r a t e K of t h e v e h i c l e s t a g e

V

s t r u c t u r e can a f f e c t t h e s t a b i l i t y of t h e TVC system. As a g e n e r a l r u l e

t h e s t a g e s t r u c t u r e and t h e engine is n o t designed from c o n s t r a i n t s of

t h e TVC system. The c o n t r o l engineer is f a c e d with a c c e p t i n g what he

can get and making t h e system perform r e g a r d l e s s of t h e parameters

 4

Figure 2 . Engine c l u s t e r .
 5

STAGE

Figure 3. Single engine s t a g e .

 6

afforded him. I t i s t r u e , huwever, t h a t t h e bandwidth of t h e TVC system

i s f i x e d , t o a l a r g e e x t e n t , by the parameters of t h e s t a g e s t r u c t u r e

and t h e engine.

The TVC design engineer w i l l u s u a l l y be given a performance

requirement from t h e v e h i c l e s t a g e c l o s e d loop. The TVC system is

expected t o c o n t r i b u t e only a small p a r t of t h e v e h i c l e loop phase lag.

I t is a l s o expected t o have a bandwidth t h a t i s l a r g e with r e s p e c t t o

t h a t of t h e vehicle closed loop, The amplitude r a t i o of t h e TVC system

i s expected t o be r e l a t i v e l y f l a t throughout t h e bandwidth of t h e

vehicle.

The d e s i g n engineer i s faced w i t h many e a r l y d e c i s i o n s and must

c o n t i n u a l l y monitor t h e v e h i c l e development changes. He must be i n t h e

information loop on a l l d e s i g n changes of t h e e n g i n e , t h e s t a g e s t r u c t u r e ,

and t h e v e h i c l e mission requirements. Some of t h e f a c t o r s t h a t i n f l u e n c e

t h e d e s i g n are l i s t e d and discussed below:

A. S t a t i c Loads on Actuator

1. Aerodynamic loading on an engine moving i n t o an a i r stream.

2. A c c e l e r a t i o n f o r c e s on t h e engine i f t h e C.G. i s not on

t h e geometric c e n t e r l i n e of t h e engine.

3. Moments on t h e engine due t o t u r n i n g rates of t h e v e h i c l e .

4. Forces due t o l a t e r a l a c c e l e r a t i o n s of t h e v e h i c l e .

5, F r i c t i o n f o r c e s on t h e engine and a c t u a t o r moving p a r t s .

6. Engine heat s h i e l d loads.

7. Engine duct loads.

 7

8. The t h r u s t v e c t o r l a t e r a l o f f s e t from t h e gimbal c e n t e r .

9. Loads due t o choked a i r f l o w between t h e engines i n a

mu1 t i-eng i n e c onf igura t ion.

A l l t h e s e f a c t o r s must be considered i n determining t h e maximum f o r c e

c a p a b i l i t y of an a c t u a t o r . The maximum f o r c e i s a v e r y important d e s i g n

parameter because it w i l l a f f e c t t h e weight and c o s t of t h e u n i t . The

h y d r a u l i c p r e s s u r e must be kept w i t h i n t h e s t a t e of the a r t on pumps,

accumulators, reservoirs f l e x hoses, f i t t i n g s , etc. Once t h e p r e s s u r e

has been determined, t h e p i s t o n a r e a i s a l s o f ixed. The maximum f o r c e

t h a t can be developed is t h e p i s t o n area times t h e supply pressure.

B. Velocity

When it has been determined haw f a s t t h e v e h i c l e must be capable

of t u r n i n g f o r s t a b i l i t y r e a s o n s , the maximum v e l o c i t y of t h e a c t u a t o r

can be evaluated. A d u t y c y c l e can be formulated f o r t h e w o r s t c a r d i t i o n s

f o r a given v e h i c l e f l i g h t . T h i s is u s u a l l y a f t e r s t a g e s e p a r a t i o n f o r

a multi-stage vehicle. A d e t a i l e d e v a l u a t i o n of worse c o n d i t i o n s may be

n e c e s s a r y t o determine t h i s d u t y cycle. This w i l l furnish the control

e n g i n e e r enough information t o determine t h e m a x i m u m volume of an accu-

m u l a t o r , and t h e r a t e of t h e a c t u a t o r p i s t o n . He may w a n t to include

s a f e t y f a c t o r s , c o n s i s t a n t w i t h good d e s i g n , i n making h i s f i n a l d e c i s i o n

on t h e maximum d e s i g n v e l o c i t y of t h e TVC system.

C. Maximum Actuator S t r o k e

Once t h e a t t a c h p o i n t s have been l o c a t e d on t h e engine and t h e

maximum angular d e f l e c t i o n of t h e engine has been determined one can

 8

s i z e t h e maximum s t r o k e r e q u i r e d f o r a c t u a t o r s . The maximum s t r o k e and

t h e d u t y c y c l e of t h e a c t u a t o r s enable one t o determine t h e r e q u i r e d

f l u i d flow f o r the system. The f l u i d supply system can now be designed

for the t h r u s t v e c t o r c o n t r o l system. The maximum s t r o k e p l a y s a l a r g e

p a r t i n t h e o v e r a l l envelops dimension f o r t h e a c t u a t o r . One must make

t h e d e c i s i o n s e a r l y i n a v e h i c l e development program i n order t o a s s u r e

t h a t s u f f i c i e n t space has been a l l o c a t e d f o r t h e a c t u a t o r and r e l a t e d

equipment .
The purpose of t h i s r e s e a r c h i s t o develop a mathematical model

f o r a space v e h i c l e t h r u s t v e c t o r c o n t r o l system and t o demonstrate how

it c a n be used i n designing a 'IVC system.

To f a c i l i t a t e t h e p r e s e n t a t i o n , a l i s t of symbols is given i n t h e

f ol 1owing.

SYMBOL DJE I N I T I ON -
UNIT

Amp1i f ier T r a n s f e r Fun? t ion

KaGl
3
i n /see
Servo Valve Ttansf e r Function mA
v 2

-
HG3
A
Actuator T r a n s f e r Function +
i n /see

R e f l e c t e d Load Transfer Function deg

G4 deg

Load T r a n s f e r Function
G5

G6
Closed Loop Transfer Function of pP/p C

T r a n s f e r Function of p,/p,
 9

Open Loop Transfer Function

FO

KO
Open Loop Gain -1
see

I Valve Current

€ Error Signal

Valve Flow Output -

in
3
sec

I d e a l P i s t o n Position--p P i s t o n Unloaded

Actual P i s t o n P o s i t i o n ; a l s o , Actuator

P o s i t i o n Feedback

Engine P o s i t i o n

Cammand P o s i t i o n

Laplace Operator -1
see

H Conversion F a c t o r aeg
in

f Frequency Hertz

3
in
T o t a l Plow to Hydraulic Amplifier
see

3
Flow t o Valve Spool Ends in
sec

92
Flow through Valve Nozzle -
in
see
3

a F l a p p e r Angular P o s i t i o n Deg

2
Conver s i o n Constant in
c1
 10

Conversion Constant #/Deg.

c2
2
Spool End P r e s s u r e #/in
p1

2
Spool End Pressure #/in
p2

2
Actuator P i s t o n P r e s s u r e #/in
p1
2
Actuator P i s t o n P r e s s u r e #/in
p2

2
a Spool End Area in

2
A’ Actuator P i s t o n Area in
2
System Supply P r e s s u r e #/in
pS

b Servo Valve Spool Damping #/r od/s ec

X Valve Spool P o s i t i o n in

K Erg i n e Spring Constant #/in

e

K Vehicle Spring Constant #/in

V

A c t u a t a r Spring Constant #/in

Actuator Load Spring Constant #/in

T o t a l Spring Constant
‘t #/in
yr r,+

Hydraul i c O i l Spring Constant #/in

KO

R System Low Return P r e s s u r e #/in

8l c2
Control P o r t s from Servo Valve ---

Ql
- 3
Shaping Network Flow from C Caused by P 2 > P 1 si ne c
 11

are equal for t h e same v a l u e of 0

Ql 8r 02

K Shaping Network Spring Rate #/in

Shaping Network Spool Displacement in.

Shaping Network Spool Displacement in.

Mass of Spool i n Shaping Network slugs

cO
Shaping Network O r i f i c e C o e f f i c i e n t -
#-$@C
5
in

2
A Shaping Network Spool End Area in

B Shaping N e t w o r k Damping C o e f f i c I e n t -
#-see
rad.

TE
Torque Caused by Electrical Current # - in
T
m
Torque Caused by Permanent Magnets # - in
Tft
Torque Caused by F l e x u r e Tube Spring # - in
n'
Torque Caused by Nozzle P r e s s u r e # - in
TW
Torque Caused by Feedback Wire # - in
k Feedback S p r i n g Constant #/in
 CHAPTER I1

TORQUE MOTOR

The torque motor i s t h e u n i t t h a t c o n v e r t s t h e e l e c t r i c s i g n a l

t o a mechanical s i g n a l which i n t u r n produces t h e h y d r a u l i c s i g n a l .

Because of t h e i n t e r f a c e between t h e h y d r a u l i c system and t h e e l e c t r i c a l

c o n t r o l computer, it i s a v i t a l l i n k i n t h e t h r u s t v e c t o r c o n t r o l system.

There are many arrangements t h a t one may consider f o r t h e torque

motor. The b e s t may depend on a s p e c i f i c a p p l i c a t i o n . The one t h a t

w i l l be considered here i s shown i n F i g u r e 4.

The s i d e s a r e permanent magnets arranged so t h a t t h e p o l e s will

be l o c a t e d as shown i n t h e F i g u r e 5. The t o p of t h e torque motor i s

s o f t i r o n o r any material s u i t a b l e t o c o n t a i n magnetic f l u x . A side

view is shown i n F i g u r e 6. The armature of the torque motor is spaced

i n the c e n t e r of t h e a i r gap as shown and h e l d i n p l a c e by a f l e x u r e

tuba’ with a s p r i n g r a t e s u i t a b l e t o maintain a n u l l p o s i t i o n a t zero

e l e c t r i c a l current. A small e l e c t r i c a l s i g n a l i n t h e milliampere range,

a p p l i e d t o t h e c o i l of t h e torque motor, w i l l cause f o r c e s i n t h e

permanent magnetic f i e l d t o repel and r e t r a c t . A r e s u l t i n g angular

p o s i t i o n w i l l occur t h a t i s p r o p o r t i o n a l t o t h e magnitude of t h e e l e c t r i c a l

signal.

A f l a p p e r w i t h one end s e t t i n g i n between two streams of h y d r a u l i c

f l u i d , i s connected t o t h e bottom of t h e armature. The flow from t h e

two p o r t s and t h e n o z z l e p r e s s u r e s a r e a f f e c t e d by t h e p o s i t i o n of t h e

12
 13

Figure 4. Torque motor armature and magnets.

 14

Figure 5 . Side view of torque motor.

 15

1 1

Figure 6. Torque motor schematic.

 16

flapper. As t h e f l a p p e r angle a increases from t h e n u l l p o s i t i o n , t h e

p r e s s u r e P a g a i n s t t h e f l a p p e r i n c r e a s e s , t h u s causing a r e s i s t i n g
n
torque t o t h e e l e c t r i c a l c u r r e n t torque. One must be c a r e f u l not t o

space t h e nozzle parameters s o t h a t t h e " f l a t p l a t e " c h a r a c t e r i s t i c s (5)*

of t h e f l a p p e r tend t o p u l l t h e f l a p p e r toward t h e nozzle i n s t e a d of

repelling. This c h a r a c t e r i s t i c i s a p o s i t i v e feedback term. When i t

o c c u r s , i t is d e s t a b i l i z i n g . The constant of p r o p o r t i o n a l i t y K
3
between t h e angular p o s i t i o n and t h e nozzle torque w i l l have a n e g a t i v e

sign associated with it.

The f l a p p e r and armature arrangement i s used as a f r e e body.

S Z t t i G g tSe resultant r[?rqn$!

tr? ZO,~", rriwo~
0"'-

TE+T
m
- Tft
+ T +Tw
n

Assuming t h e p r o p o r t i o n a l r e l a t i o n s h i p s

TE = K l i Y

T = R a Y
m 2

Tn=Ku 9
3

= K u
Tft 4 9

and

T = K5a 9
W

where K1, K 2 , K J Y K and K a r e r e a l c o n s t a n t s , one has

4 5

K i = (K4 + Kg + K
1 5
- K2)u

*Numbers i n parentheses represent s i e i l a r l y Rumbered e n t r i e s i n

t h e " L i s t of References -''
 17

Theref o r e ,

a Kl
T
1
=
(K4 + K3 + K
5
- K2)
Design feedback w i r e so t h a t t h e t o r q u e caused by the s p r i n g

constant K and the angular displacement a i s n e g l e c t a b l e .

5

-a = K1
i (K + K4
3
- K2>
The d e s i r e d angular p o s i t i o n i s s h a m t o be p r o p o r t i o n a l t o t h e v a l u e of

the e l e c t r i c a l current.

I f t h e a m p l i f i e r is a v o l t a g e source then t h e # block must be

/w:-..--
..---?..-&..A
GvaauaLuu \r Apjurc
-\
11.
h-
wI11:
--:?I
WAIL g ~ st tack GXG~ geiiaru"L6 ~ i l yt i m e i h e

t o r q u e motor armature moves because it is s e t t i n g i n a magnetic f i e l d .

This can be a source of n o i s e , e s p e c i a l l y i f some of t h e mechanical

r e s o n a n t f r e q u e n c i e s are i n t h e bandpass of t h e a m p l i f i e r .
 CHAPTER I11

SERVO VALVE

The torque motor w i l l produce an angle a p r o p o r t i o n a l t o t h e

c u r r e n t through t h e c o i l windings. For a given non-zero a n g l e , t h e

f l a p p e r w i l l be c l o s e r t o one nozzle than t h e o t h e r . A continuous flow

of h y d r a u l i c f l u i d i s moving from the nozzles t o t h e low p r e s s u r e a r e a

surrounding t h e f l a p p e r . The nozzle t h a t i s c l o s e s t t o t h e f l a p p e r w i l l

have an i n c r e a s e i n p r e s s u r e thereby r e s t r i c t i n g t h e f l u i d flow. The

f l u i d flow q , s e e Figure 8 , w i l l remain c o n s t a n t and i s equal t o q

1 + 42'
Since a2 has decreased because of the high pressure, caused at the

f l a p p e r , t h e value q must increase. Anytime t h e v a l u e of q is greater

1 1
than z e r o , t h e v a l v e spool must move. The spool p o s i t i o n X w i l l change

t o i n c r e a s e t h e volume t o provide space f o r t h e f lcrw of q The spool

1'
w i l l continue t o move and take w i t h it one end of t h e feedback s p r i n g .

As X i n c r e a s e s t h e f l a p p e r w i l l be f o r c e d away f ran t h e . p o z z l e and t h e

p r e s s u r e w i l l drop causing q2 t o i n c r e a s e , As q2 i n c r e a s e s , q w i l l
1
d e c r e a s e and when it has dropped t o z e r o , t h e spool w i l l cane t o a rest

position. Since t h e e l e c t r i c a l torque i s s t i l l p r e s e n t at t h e torque

motor, it is being n u l l e d out by t h e torque caused by t h e s p r i n g constan'*:

times t h e displacement X of t h e spool.

The e l e c t r i c a l c u r r e n t may be brought t o z e r o and t h e e l e c t r i c a l

t o r q u e w i l l be removed. When t h i s happens, t h e f l a p p e r w i l l move t o t h e

o p p o s i t e nozzle and r a i s e t h e p r e s s u r e causing q3 t o decrease. As q3

19
20
 21

4 w i l l increase causing t h e spool t o move i n

d e c r e a s e s , t h e v a l u e s of q

t h e -X d i r e c t i o n . As t h e spool movesp it w i l l r e p o s i t i o n t h e f l a p p e r

t o the null position, The spool w i l l a g a i n assume a rest p o s i t i o n .

I t can be seen, i n Figure 8 , t h a t f o r each displacement X t h e

value spool w i l l open a p o r t p e r m i t t i n g h y d r a u l i c f l u i d t o f l o w from t h e

high p r e s s u r e r e g i o n P t o one of the c o n t r o l ports C t o C2. For a

S 1
p o s i t i v e value of X , f l u i d w i l l flow t o t h e C2 p o r t and t o t h e a c t u a t o r .

This i s u s u a l l y a l a r g e q u a n t i t y of f l o w compared t o o t h e r flows con-

s i d e r e d up t o now. I t has been e s t a b l i s h e d t h a t t h e s t a t i c v a l u e of X

is p r o p o r t i o n a l t o t h e valve c u r r e n t . This i s a good f e a t u r e , however,

t h e flow t o t h e a c t u a t o r i s t h e d e s i r e d orxtput of t h e servo valve- The

v a l u e of f l u i d flow through an o r i f i c e , s e e Figure 9 , is not p r o p o r t i o n a l

t o displacement only., The f l o w i s a f u n c t i o n of t h e d i f f e r e n t i a l p r e s s u r e

across the orifice. The v a l u e of the p r e s s u r e d r s p i s a f u n c t i o n of t h e

orifice coefficient - which is a v a r i a b l e i n t h i s case - not a c o n s t a n t .

F i g u r e 10 shows t h e r e l a t i o n s h i p between t h e flow rate Q and t h e d i f f e r -

e n t i a l pressure AP. I f one r e s t r i c t s t h e v a l v e t o small v a l u e s of

f l o w , t h e r e l a t i o n s h i p i s almost a s t r a i g h t l i n e , (See F i g u r e 11.)

The flow t o t h e a c t u a t o r is a l s o a f u n c t i o n of t h e down stream

pressures, The p r e s s u r e , or d i f f e r e n t i a l p r e s s u r e p a c r o s s t h e a c t u a t o r

w i l l determine t h e amount of f l u i d f l o w . This is a r e s u l t of t h e f l u i d

compressibility, I f t h e f l u i d w a s incompressible t h e displacement of

t h e a c t u a t o r p i s t o n would be an exact i n t e g r a l of t h e flow. A s e t of

c u r v e s i n d i c a t i n g t h e f l o w c h a r a c t e r i s t i c s of t h e s e r v o valve may be
 22

.
 23

DIFFERENTIAL PRESSURE (OR FORCE) pS

Figure 10. Servo valve f l a w curves.

 24

P
C
r Q = K m

Q = FLOW

Figure 11. Sharp edge o r i f i c e curves.

 25

obtained by observing the three parameters Q , AP , and t h e valve current

i. A set of curves i s shown i n Figure 10.

The p i s t o n v e l o c i t y is obtained by d i v i d i n g t h e v a l v e flow by t h e

a c t u a t o r p i s t o n area. The t o r q u e , or t h e a v a i l a b l e f o r c e c a p a b i l i t y , can

a l s o be shown on t h e same graph. T h i s curve can g i v e t h e necessary in-

formation t o design t h e flow requirements of t h e v a l v e b u t i s not t h e

f u l l p i c t u r e of t h e s e r e l a t i o n s h i p s . A more complete p i c t u r e i s shown

i n F i g u r e 1 2 , a four quadrant p i c t u r e of these c h a r a c t e r i s t i c s . The

n e g a t i v e flow of t h e v a l v e takes i n t o account t h e d i r e c t i o n of flow

through t h e C and C ports t o the actuator. This f i g u r e a l s o indicates

1 2
t h e f l o w r e i a t i o n s h i p if the l a d caiises 8 przssara t h z t in o?lt of phase

with t h e valve signal. This can cause t h e d i f f e r e n t i a l p r e s s u r e of t h e

a c t u a t o r t o be l a r g e r than t h a t of t h e system supply. This should not

happen i n p r a c t i c e , however, t h e curves can be produced by o p e r a t i n g t h e

hardware i n t h e l a b o r a t o r y .

The r e l a t i o n s h i p of f l u i d flow t o v a l v e c u r r e n t and t h e d i f f e r e n t i a l

pressure is a nonlinear relationship, However, i f one holds t h e d i f f e r -

e n t i a l p r e s s u r e c o n s t a n t and p l o t s a curve of t h e flow vs c u r r e n t from

t h e curves of F i g u r e 1 0 , one obtains a f a m i l y of curves as those i n

F i g u r e 13. This i s t h e most u s e f u l s e t of curves s i n c e t h e s l o p e of the

s t r a i g h t l i n e is t h e f l o w g a i n of t h e v a l v e and i s a l a r g e p a r t of t h e

open loop gain. One must choose t h e l a r g e s t s l o p i n determining t h e

open loop g a i n f o r s i z i n g t h e t h r u s t v e s t o r c o n t r o l system. This w i l l

a l s o be t h e c o r r e c t v a l u e for small s i g n a l o p e r a t i o n .
26
 27

0
VALVE CURRENT

Figure 13. Linear flow curves.

 28

I n devel oping t h e mathernat i c a l r e l a t i o n s h i p s of t h e v a l v e , one

needs t o s i m p l i f y t h e block diagram of F i g u r e 7, page 18. A more u s e f u l

block diagram would be t o s t a r t with t h a t of F i g u r e 14. This f i g u r e

g i v e s a p i c t u r e of t h e s i g n a l flow p a t h s and t h e p a r t s of t h e system

t h a t operate on t h e s i g n a l s . I t i s d i f f i c u l t t o see t h e parameter re-

l a t i o n s h i p of t h e valve f r a n t h i s f i g u r e . One can s t a r t with F i g u r e 8 ,

page 2 0 , and develop f o r c e and f l a w e q u a t i o n s .

Considering t h e schematic i n F i g u r e 8 and assuming f l a w c o n t i n u i t y ,

it can be s t a t e d t h a t q = q1 + q2. Since a pipe o r an o r i f i c e has sane

r e s i s t a n c e t o f l u i d f l a w , t h e r e w i l l be a p r e s s u r e drop along t h e tube.

=.is C8T: he expressed e3

C1(PS - P1) = 9.2

For small changes i n f l u i d flaw c1 i s approximately a c o n s t a n t . This

i s a v a l i d assumption s i n c e q is small and q2 i s never z e r o and has a s

i t s maximum v a l u e q. A l s o , q2 i s a f u n c t i o n of t h e o r i f i c e caused by

t h e n o z z l e and t h e f l a p p e r . The f l a p p e r p o s i t i o n a causes a r e s t r i c t i o n

t o f l o w and is expressed

( 4)
4 2 = c2a

S e t t i n g t h e two equations equal

c+ps - pl> = c2a

and

The r e l a t i o n s h i p of f l a w t o t h e f l a p p e r angle -a is s i m i l a r l y derived

 29

NET
STIFFNESS
OF
ARMATURE
& FLAPPER
FLOW GAIN
I- -DYNAMICS
I

v-
a FWPER
ANGLE

& FLAPPER

SPOOL
FEEDBACK
P O S I T 1 ON
WIRE

CURREN SOURCE
AMP: :FIER
1
+ I SPOOL FLOW
GAI: I
mACTUATOR

F i g u r e 14. Simplified block diagram.

 30

C
P*
-- Ps + a -C
2
(6)
1

By t a k i n g t h e d i f f e r e n c e of Equations (5) and (61, one can e l i m i n a t e p,

Now it is more convenient t o t r e a t t h e spool a s a f r e e body and

sum a l l t h e e s s e n t i a l f o r c e s a c t i n g on t h i s body, see Figure 15. One

can n e g l e c t t h e v a l u e of t h e f o r c e caused by t h e feedback s p r i n g kx.

This s p r i n g is n o t used t o n u l l t h e valve spool however, i t i s used t o

r e p o s i t i o n t h e f l a p p e r which changes t h e f l a w which d o e s n u l l t h e spool.

The e s s e n t i a l f o r c e s on t h e f r e e body diagram a r e a s follows:

apl = mj; + aP2 + bri- .

Taking Laplace transform w i t h z e r o i n i t i a l c o n d i t i o n and t r a n s p o s i n g one

term,

The t r a n s f e r f u n c t i o n between t h e v a l v e spool p o s i t i o n X and t h e

t o r q u e motor f l a p p e r p o s i t i o n a i s obtained by s u b s t i t u t i n g Equation (7)

i n t o Equation ( 8 ) and r e a r r a n g i n g t h e e x p r e s s i o n .

C
-2 -2 a
C
-X = 1
a s(ms + b)

The servo-valve can now be represented by t h e block diagram shown

i n F i g u r e 16. The flow from t h e valve is p r o p o r t i o n a l t o t h e v a l v e spool

pos it i o n .
 31

P a
1
-b m

Figure 15. Free body diagram of servo valve spool.

 32

Figure 16. Servo valve block diagram.

 CHAPTER IV

LOAD AND REFLECTED LOAD DYNAMICS

The most d i f f i c u l t p a r t of t h e TVC design problem is t h e f a c t t h a t

a l a r g e s p r i n g mass load i s o u t s i d e of t h e closed loop system. When not

c o n t r o l l e d by an a c t u a t i o n system, t h i s l i g h t l y damped, r e s o n a n t , second

o r d e r system, i f e x c i t e d , r i n g s a t i t s n a t u r a l frequency,

The engine gimbal system i s more conveniently d e l t w i t h i f t h e

system i s converted t o an equivalent one shown i n Figure 17. The mass i n

t h i s f i g u r e i s t h e e q u i v a l e n t mass of t h e engine converted t o l i n e a r

motion. If t h e h y d r a u l i c f l u i d was n o t compressible, t h e a c t u a t o r piston

p o s i t i o n would be pi. However, t h e h y d r a u l i c f l u i d i s compressible and

the t r u e piston position pP i s d i f f e r e n t from p..

1
A feedback potentiometer

is l o c a t e d i n a f a v o r a b l e p o s i t i o n t o measure p
and c l o s e t h e loop
P
around t h e a c t u a t o r , servo-valve, and torque motor. The value of 5 is a

combination of t h e compliances of the engine, t h e v e h i c l e s t a g e s t r u c t u r e ,

and t h o s e mechanical p a r t s of t h e a c t u a t o r n o t absorbed i n t o K 0' The

s p r i n g s are n o t l i n e a r b u t can be approximated as such f o r small s i g n a l s .

Since t h e load is o u t s i d e the c l o s e d loop, one c a n see t h a t it

would be d e s i r a b l e t o d r i v e i t w i t h a system t h a t has a notch f i l t e r

l o c a t e d a t t h e n a t u r a l frequency of t h e load. T h i s is what i s expected

of t h e c o n t r o l s engineer. It turns out t h a t t h e system has a n a t u r a l

b u i l t - i n notch i f one chooses a hydraulic system. This w i l l be c l e a r i n

d e r i v a t i o n of t h e system equations.

33
 34
I -i

5
4
0

4J
a
 35

One can g e t a p i c t u r e of t h e problem i f t h e s p r i n g r a t e of t h e

oil K is assumed t o be i n f i n i t e l y s t i f f ,. I f t h e servo-valve has p o r t s

0

C and C2 c l o s e d off (see Figure 1 3 , and a d i s t u r b a n c e i s caused a t t h e

1
l o a d , t h e r e w i l l be a displacement a t fl
e
. However,
pi
and p w i l l not
P
move s o t h e r e w i l l be no feedback s i g n a l . The s p r i n g mass system w i l l

continue t o r i n g a t i t s n a t u r a l frequency u n t i l t h e dashpot "B" has

d i s s i p a t e d t h e e x e r t a t i o n energy. Since t h e a c t u a l t h r u s t v e c t o r i s

p o s i t i o n e d by t h e geometry of t h e engine, it i s apparent t h a t it w i l l

a l s o r i n g a t t h e n a t u r a l frequency of t h e load.

Now i f one p e r m i t s t h e value of K t o be a f i n i t e v a l u e , then f o r

0

a given force, a p p l i e d t o t h e engine. t h e s p r i n g w i l l be compressed and

cause a pdisplacement. This w i l l cause a feedback s i g n a l t o be gen-

P
e r a t e d and open t h e servo-valve. The v a l v e w i l l p e r m i t flow t o reduce

t h e displacement. One can n o t obtain enough damping as a r e s u l t of t h i s

o p e r a t i o n , however, it does cause a notch f i l t e r t o appear i n t h e equa-

tions. The necessary damping or a t t e n u a t i o n of t h e notch f i l t e r i s

obtained by t h e Dynamic Shaping Network.

I n o r d e r t o d e r i v e t h e equations of motion and o b t a i n workable

t r a n s f e r f u n c t i o n s , c o n s i d e r t h e sketch i n Figure 17. If one d i v i d e s

t h i s f i g u r e i n t o t h r e e f r e e body diagrams and sum a l l t h e e s s e n t i a l

f o r c e s , t h r e e t r a n s f e r f u n c t i o n s are obtained f o r t h e load p /p , the

P e
r e f l e c t e d load dynamics p /p. and p /Q. One can observe t h a t t h e
P I P
numerator term of p /p. i s e x a c t l y equal to t h e denominator term of
P I
Since p /p has about 20 db of g a i n a t t h e resonant frequency,
pe'pp e P
 36

one would expect fl /p. t o c o n t r i b u t e about t h e same amount of a t t e n u a t i o n

P 1
a t t h e same frequency. This i s e x a c t l y what w i l l happen i f one can

s e p a r a t e t h e n a t u r a l frequency of the denominator from t h a t of t h e

numerator terms of fl /p.. The frequency response r e l a t i o n s h i p of t h i s

P I
t r a n s f e r f u n c t i o n is shown i n Figure 18.

From t h e free body diagrams shown i n F i g u r e s 1 9 , 20 and 21, t h e

f o l l o w i n g t h r e e equations can be obtained, r e spec t i v e l y .

and

In matrix notation,

[-I K
0

0
K
-K

-5
0

+ KL

ms2
e
0

-5
+BS + K

The determinant of t h e system matrix i s

-K 0
0

K + KL (14)
0 0

lo-Kt m s2 + Bs +
e
\]
S o l v i n g Equation (13) f o r f? and f?,, y i e l d s
i * 'p
 37

3
/A, ,/
- c--

\ !\

FREQUENCY I N HERTZ

Figure 18. Amplitude response of r e f l e c t e d load.

 38

Figure 19. Actuator piston free body diagram.

 39

Figure 2 0 . Actuator piston rod f r e e body diagram.

Figure 21. Engine f r e e body diagram.
 41

and

Thus

im5+ + 3
B K
0
9 = (18)
pi ' o + % m s + B s + K T
Bs
where

K K

and

Noting that

the r e l a t i o n between the piston and the f l a w r a t e i s

2
8 K
0
+ B s + m s
9 =* (20)
A (KO + 5) (8: + Bs +

Examining Equations ( 1 8 ) and ( 1 9 1 , reveals that fl /f3. always

P =
posses a numerator identical t o the denominator of pe/B
P
. Thus ',/pi
 42

has a natural b u i l t - i n notch as claimed a t the beginning of t h i s Chapter.

The hydraulic actuator has the e f f e c t of replacing a pair of highly

resonant poles of the load by a pair of highly damped poles of the over-

a l l system.
 CHAPTER V

DYNAMIC SHAPING NETWORK

The dynamic shaping network f o r t h e a c t u a t i o n system i s made

e n t i r e l y of mechanical components. A schematic of t h e network i s shown

i n Figure 2 2 . This network i s placed between a conventional flow con-

t r o l servo v a l v e and t h e h y d r a u l i c a c t u a t o r ; and, C and C2 a r e t h e

1
connecting p a r t s of t h e s e r v o v a l v e and a c t u a t o r . The p r e s s u r e developed

a t t h e f a c e s of the a c t u a t o r p i s t o n i s designated P and P2. It is

1
assumed t o be uniform a c r o s s t h e p i s t o n f a c e and of t h e same v a l u e s a t

C,I and C,.L The d i f f e r e n t i a l pressure developed by t h e a c t u a t o r is

(P, - P2]. The s i g n g i v e s an i n d i c a t i o n of the d i r e c t i o n of t h e h i g h e s t

pressure.

The e q u a t i o n s are developed by summing a l l t h e f o r c e s a c t i n g on a

" f r e e body" diagram and s e t t i n g them equal t o zero. A f r e e body of t h e

elements i s shown i n Figure 23.

If t h e mechanical components of t h e shaping network a r e arranged

.
.
I

i n t h e same manner as t h o s e shown schematically i n Figure 22, one can

o b t a i n a d e r i v a t i v e of t h e d i f f e r e n t i a l p r e s s u r e (P, - Pl). If t h e

s y s t e m i s i n a s t a t e of e q u i l i b r i u m and t h e p r e s s u r e P2 i s caused t o

i n c r e a s e , i t w i l l cause a displacement Q w h i c h is equal t o (P

2
- P3)A/K.
W r i n g t h e time t h a t Q i s changing, there w i l l be an o i l f l o w rate Q
4'
If t h i s r a t e i s l a r g e enough, i t w i l l cause t h e o r i f i c e Co t o l o o k as

though it i s blocked, and Q, w i l l be e s s e n t i a l l y 0. Therefore, Q, w i l l

43
 44

Figure 22. Shaping network schematic.

 45

Figure 23. Shaping network free body diagram.

 46

approximately equal t o Q
4'
This w i l l cause a displacement e which i s

equal t o A(PJ - P1)/L When e i s i n t h e minus d i r e c t i o n , t h e spool

w i l l open a p o r t which p e r m i t s Q t o f l a w t o t h e l a w pressure r e t u r n

1
p o r t R. When t h i s happens, t h e pressure P w i l l drop. This c a u s e s t h e
2
p r e s s u r e t o have a r a t e of change t h a t i s o p p o s i t e i n p o l a r i t y t o t h a t

when i t w a s i n c r e a s i n g and thereby c l o s i n g t h e p o r t caused by t h e spool.

If P i s increased a b w e t h a t of P2, t h e same operation o c c u r s ,

1
but i n the reverse direction.

It can be seen t h a t r e g a r d l e s s of t h e l e v e l of P and P2 t h e

1
spool displacement e w i l l remain i n t h e n e u t r a l p o s i t i o n . For a s t a t i c

c o n d i t i o n 8 may be d i s p l a c e d , however, P, w i l l equal P- and the farces

3 1
a c t i n g on t h e spool f a r 0 ,will be balanced and f l u i d flow is p o s s i b l e .

The f o r c e Equation for t h e l e f t spool is

(P2 - P3)A = (K + BS + M1s

2
10

For s u f f i c i e n t l y small MI, a good approximation i s

0 - A
(21)
p2 - p3 K + Bs

S i m i l a r l y , f o r t h e r i g h t s p o o l , one has

(P, - P1)A = (K + BS + M 2s
2
)0 .
For small M2, it becomes

8 - A
(22)
P - P K + Bs
3 1

The l i n e a r i z e d f o r c e equation f o r t h e b u i l t - i n orifice is

P3 - P1 = CoQ
 47
Using t h e continuity Equation

Q, = Q,+ Q3

and the r e l a t i o n s h i p

Q, = As$

and

gives

Eliminating (P3 - P,) from Equations (22) and (23),

Zliminating P, from Equations (21) and ( 2 2 1 ,

.J

K + Bs K + Bs
A '+ A
0 = P2 - PI (25)

In matrix form,

K+Bs ][:]
K + Bs
A A
(26)
K + Bs
CoAs C 0A S + - A

Solving Equation (26) for 8 , gives

-AC
e -- 0 S

p2 - p1
 48
I t i s d e s i r a b l e t o approximate Equation (27) i n a form having one s

f a c t o r i n t h e numerator and only one time c o n s t a n t i n t h e denominator.

T h i s can s a t i s f a c t o r i l y be done i f Equation (27) has two real p o l e s , one

a t least t e n times l a r g e r than t h e o t h e r .

Letting

a = COB + -
B2
9

A2

t h e c h a r a c t e r i s t i c Equation of Equation (27) becomes

K2/A2
C0 B + a P o

= Ka
B C C ~ B+ a)

After s i m p l i f i c a t i o n , one arrives a t t h e f o l l o w i n g t w o r o o t s

s = - -K
1 B
* (28)
s
2
= J Bb ,
where t h e f a c t o r i s given by

B
x = B + 2 C A2 0
(29)

Thus Equation (27) may be w r i t t e n as

e - S
(30)
p2 - p1 2C0B + -
 49

To s e p a r a t e the t w o r o o t s t h e d e s i r e d amount, can be a d j u s t e d . Notice

that b/< 1, since B , C

0
and A a r e a l l p o s i t i v e . Also, 5B is s e t so

t h a t it w i l l be l a r g e compared t o t h e system band w i d t h .

I n order t o a d j u s t one can change t h e v a l u e of C which i s an

0

o r i f i c e i n the hydraulic c i r c u i t . The spool a r e a may be set due t o

other constraints. The contaminant small p a r t i c l e s i z e may p l a y a l a r g e

p a r t i n determining t h e s i z e of t h e p i s t o n a r e a . A l s o , the larger the

v a l u e of K t h e more f o r c e w i l l be r e q u i r e d t o o b t a i n a reasonable amount

of e ; therefore, t h i s w i l l a l s o h e l p t o determine t h e s i z e of t h e

area.

A frequency response of a s a t i s f a c t o r y network is shown i n

Figure 24.
 50

1 .o 10 100

Figure 24. Frequency response of network.

 CHAPTER VI

SUMMARY

The e q u a t i o n s of motion f o r the v a r i o u s components of t h e t h r u s t

v e c t o r c o n t r o l system have been developed i n t h e preceding chapters. The

schematic of F i g u r e 25 shows how t h e s e v a r i o u s subsystems combine t o

form a TVC system. This p a r t i c u l a r shaping network e n a b l e s one t o design

a system by t h e u s e of conventional f l o w v a l v e s and a c t u a t o r s . When i t

i s p o s s i b l e t o u s e h y d r a u l i c f l u i d , as t h e working medium, one i s a f f o r d e d

many advantages t h a t are n o t a v a i l a b l e by o t h e r a c t u a t i o n systems. The

dynamic load shown by fl-/fl- i n Figure 26 has approximately 20 db of g a i n

S Y
a t t h e resonant frequency. The closed loop h y d r a u l i c system i s shawn t o

be p /fl and g i v e s a c o n s i d e r a b l e amount of a t t e n u a t i o n a t t h e load

P C
r e s o n a n t frequency. The d e s i r e d response of t h e combined curves is shown

as pe/pc. One can see t h a t t h i s has t h e response of a w e l l c o n t r o l l e d

s t a b l e system.

For m u l t i p l e engine c o n t r o l , h y d r a u l i c system i s t h e most v e r s a t i l e .

In a multiengine c o n t r o l system, it i s d e s i r a b l e from a hardware view-

p o i n t , t o design one TVC system t h a t can be i n t e r c h a n g e a b l e from engine

t o engine. Because of t h e t o l e r a n c e used i n manufacturing t h e s t a g e

s t r u c t u r e , t h e engine, torque motor, servo-valve , and the a c t u a t o r s , it

is d i f f i c u l t t o p r e d i c t e x a c t l y what t h e r e s o n a n t frequency of t h e load

w i l l be. A h y d r a u l i c f l u i d system w i l l e l e v i a t e t h i s problem t o a l a r g e

extent. The n a t u r a l frequency of t h e system used i n Figure 26 was changed

51
 52

P
S

F i g u r e 25, S c h e m a t i c of c o m p l e t e T.V.C..
 53

.- I

1 10

Figure 2 6 , System frequency response.

 54

t o new v a l u e s and t h e curves of Figure 27 and Figure 2 8 were obtained.

When t h e load response changed, t h e TVC system notch changed t o t h e new

v a l u e d i c t a t e d by t h e load. Although t h e a t t e n u a t i o n of t h e closed loop

system w a s not as much, t h e notch frequency w a s a u t o m a t i c a l l y t h e d e s i r e d

one. This is caused by t h e f a c t t h a t t h e numerator term of t h e r e f l e c t e d

load has c o e f f i c i e n t s t h a t a r e e x a c t l y t h e same as those of t h e load.

One can see by F i g u r e 2 8 t h a t t h e response pe /p c

changed only s l i g h t l y

although t h e load response changed by s e v e r a l Hertz. This i s t h e re-

sponse t h a t one i s p r i m a r i l y i n t e r e s t e d i n s i n c e it i s t h a t of t h e

actual thrust vector.

The mathematical models developed may be arranged i n t o a block

diagram such as t h a t shown i n Figure 2 9 . This i s t h e most convenient

form t o set up on an analog computer f o r t h e ease of parameter a d j u s t -

nent s .
I f one i s t o meet t h e closed loop phase requirement of t h e TVC

system, t h e open loop again w i l l make t h e l a r g e s t change i n t h e phase

curve a t l o w f r e q u e n c i e s . However, when t h e phase requirement i s met

t h e amplitude r a t i o may n o t be what one d e s i r e s .

The set of curves i n Figure 30 show some degree of adjustment

a v a i l a b l e by a d j u s t i n g t h e parameters i n t h e shaping network. One can

nove t h e s a d d l e , formed by the set of c u r v e s , up or down by a d j u s t i n g

t h e break frequency ( Y, K 1. One can move from one curve t o t h e o t h e r

by a d j u s t i n g t h e g a i n of t h e pressure feedback loop. The h i g h e r f r e -

quency phase l a g w i l l change but w i l l remain r e l a t i v e l y c o n s t a n t a t low

trequencies. The d a t a i n Figure 31 was taken from analog runs.

 55

20
15
10
5
m o
d
G
.A
5
0 10
.A
c,
a
LI
15
V
20
1
c,
.rl
25
8
I 4

30
35
40
45
50 . I

1. 19 100
FREQUENCY I N HERTZ

Figure 27. System response with load changes.

 57

BE
?
1
-
1
As KT * ms2 + Bs -dm

'I

- K G
P P
4 -A1 s
' A -1
v
KL

- K G
v v
6 K G
a a r l e L

Figure 2 9 . Block diagram f o r analog simulations.

 58

FREQUENCY I N HERTZ

Figure 30. R e s p o n s e of system with pressure loop gain adjustment.

 59

10

0 0

20

-10 40

60

- 20 80

100

- 30 120

140
-40 160

1 80
0.1 1.0 10 1 0

Figure 31. Analog runs of system.

 60

The TVC system presented here w i l l n o t s o l v e a l l a c t u a t i o n prob-

lems. It does s o l v e many and has much t o o f f e r f o r l a r g e mass gimbal

systems. This dynamic shaping network i s not t h e only way one can

mechanize t h e r e q u i r e d d i f f e r e n t i a l e q u a t i o n s , however, it does g i v e

sane l a t i t u d e i n choosing o t h e r canponents of t h e TVC system.

Although t h e e q u a t i o n s for t h e servo-valve presented here a r e

s u f f i c i e n t for design and s i z i n g the system, more work should be done

t o i s o l a t e t r o u b l e spots. The i n d i v i d u a l blocks presented i n Figure 7 ,

page 1 8 , should be e v a l u a t e d mathematically t o completely enable t h e

design engineer t o cope with any t y p e of unexpected i n t e r f a c e problem.

REFERENCES
 LIST OF REPERENCES

1.
Control. New York: The Technology Press of M.I.T. and John Wiley
--
Blackburn, J. F . , Gerhard Reethof , and J. L. Shearer. F l u i d Power

and Sons, Inc, , 1960.

2. Lewis, E. E., and Hansjaerg S t e r n s . Design of Hydraulic Control

Systems. New York: McGraw-Hill Book Canpany, I n c . , 1962.

3. T n u r a l , John G. Control Engineers' Handbook. New York: McGraw-

H i l l Book Canpany, I n c . , 1958.

4. Truxal, John G. Automatic Feedback Control Systems S y n t h e s i s . New

York: M c G r a w - H i l l Book Company, Inc., 1953.

5.
John Wiley and S o n s , Inc. 1953-
--
Rouse, Hunter, and J. W. Howe. Basic Mechanics of F l u i d . New York:

6. Thmpson, Zack, and R . J. Alcott. "Apollo Booster F l i g h t Control

System :" NASA TMX-53320 NASA Technical Memoradum, August, 1965.
~

7. Thompson, Zack. "The L i n e a r Equations and Nonlinear Models for t h e

12-ASTR-NFS-134-66
S a t u r n V Vehicle Thrust Vector Control System ,I* -----'
MSFC Memorandum, A p r i l , 1966.

8. Thompson, Zack. "Analysis of the Nonlinear Hydraulic S e r v o a c t u a t o r

f o r t h e S-IC Stage of S a t u r n V," -----'
R-ASTR-NFg162-65 MSFC
Memorandum J u n e , 1965,

9. Thompson, Zack.. "The L i n e a r Equations and Nonlinear Models for

S a t u r n I B Thrust Vector Control System ," -----'
R-ASTR-WPi-128-65 MSFC
Memorandum, March, 1965.

10. Thompson, Zack, and P e r r y Davis. "Actuator P a r t i c i p a t i o n i n a

Bending Mode I d e n t i f i c a t i o n System," The S o c i e t y of Automotive
-
7

Engineers Committee A - 1 8 Aerospace Vehicle F l i g h t Control System,

Meeting No. 1 7 , New O r l e a n s , L a , , J a n u a r y , 1966.

11. Thompson, Zack, and P e r r y Davis, "A Servo Loop Used as a T r a v e l i n g

-
Natch F i l t e r i n a Thrust Vector Control System," PlISFC, A s t r i o n i c s
Laboratory p a p e r , 1966.

12. Thompson, Zack, and James Lominick. "Servoactuator Mechanical Feed-

----
back Considerations ,** M-ASTR-N-441, MSFC Memorandum, August, 1963.

62
 63

13. Thompson, Zack. "Saturn TVC Parameters ,I' R-ASTR-NF-276-64

.-----' MSFC
Memorandum , J u l y , 1964.

14. Thompson, Zack. "Guidelines f o r Actuator Load C a l c u l a t i o n s ,"

-----
R-ASTR-NF-238-64, MSFC Memorandum, June, 1964,

15. Morse, Allen C. Electrohydraulic Servomechanisms. New York:

M c G r a w - H i l l Book Company, Inc., 1963.

16. Baltus, George T. "Application of Mechanical Feedback S e r v o a c t u a t o r s

- -
t o Control Systems," The Society of Automotive Engineers A-6
Canmittee Meeting, New Orleans, L a . , March, 1966.

17. Kalange, M. A . , and V. R. Neiland, "Saturn I Engine Gimbal and

-
Thrust Vector Control Systems ," The National Conference on
I n d u s t r i a l Hydraulics, October , 1963.
-
18. Kalange, M. A., and R. J. Alcott. "Saturn B S-IC Stage Engine
Gimbal Actuation System," S.A.E.
Equipment Conference , May, 1965.
--
Aerospace F l u i d Power System and -
19. Kalange, M. A . , W. H. P o l l o c k , and W. J. Thayer. "The Development
of Servovalues w i t h Improved R e l i a b i l i t y f o r Space Vehicles ,"
S.A.E. C o m m i t t e e A-6 Aerospace F l u i d Power Techniques Conference,
L I -

Boston, Mass., September, 1964,

20. Garnjost, R. D e , and W. J, Thayer, "New Servovalves for Redundant

E l e c t r o h y d r a u l i c Control," J o i n t Automatic Control Conference,
Minneapolis, Minnesota, June, 1963,

21. Berger, J. B. "Application of V o l t e r r a S e r i e s Analysis t o an

-
E l e c t r o h y d r a u l i c Control Value ," J o i n t Automatic Control Conf erence ,
S t a n f o r d , C a l i f o r n i a , June, 1964,

22. Weaver , C. H. "Preliminary Study of Engine P o s i t i o n Control ,"

Auburn U n i v e r s i t y , August, 1961,

23, R u s s e l l , D. W. '*Study of Space Vehicle Engine P o s i t i o n C e n t r a l

Systems ," Auburn Research Foundation ,
December, 1961e
z.
, Technical Report,

24. Davis, P. W. "Equations Describing t h e Engine P o s i t i o n Control

System f o r t h e S a t u r n S-1 Stage of t h e SA-5 Vehicle,"
M-ASTR-IN-63-7,
----e
MSFC I n t e r n a l Note , March, 1963.

25. Thayer, W, J. "Design Considerations f o r Mechanical Feedback Servo-

a c t u a t o r s ,*' ~ o o gServocontrols , _Inca , Technical Report 104, A p r i l ,
1964.
 64

26. Thayer, W . J . "Transfer Functions for Moog Servovalves," Moog

Servocontrols , Inc. , Technical B u l l e t i n 103, January, 1965.

27. Mack, J . "Preliminary Analysis of a SATURN Hydraulic Servo System,"

George 2. Marshall Space Flight Center, Huntsville, Alabama,
Memorandum dated August 25, 1961.

28. Thompson, Zack. "Empirical Response Equations for the Pershing

-----
Attitude Control Hydraulic Servo Systems," MTP-M-GLC-61-14, MSFC
Technical Report, March, 1961.
APPEND1 CES
 APPENDIX A

EXAMPLE

This example w i l l demonstrate t h e mathematical r e l a t i o n s h i p s t h a t

have been derived. The block diagram as shown i n F i g u r e 32 has been

reduced t o i t s s i m p l e s t form. The closed loop frequency response i s

shown i n Figure 33.

9.09

v 2
0.53
18.86 + 4
21.45 377

-HG3
=- 2.82
A 0.6

+ 2(0.05)s +

80.38
- ( 80.38)
G4 -

- 1
G5 -
80.38

- 3 .

+ + 2(0.416)S +

377 300 70.57

66
 67

+
a'.
: G
1
' i
n
GAIN = 1

KIGZ
- n

A
- 0
b

Figure 32. System block diagram.

 68

1*o 10 .b
FREQUENCY I N HERTZ p,/p,

Figure 33- Engine frequency response.

 69

A r o o t l o c u s p l o t of t h i s e q u a t i o n , which r e f l e c t s t h e v e r s a t i l i t y

of t h e system as t h e open loop gain i s v a r i e d , i s shown i n F i g u r e s 34

and 35.

After combining and simplifying t h e blocks i n Figure 3 2 , t h e two

blocks i n Figure 36 r e s u l t , Where

r 1

and

The f i n a l r e s u l t s of j3E /p c are obtained by combining t h e two blocks i n

F i g u r e 36 and a r e shown i n Figure 37. Where

L .d h-

The actu al l a b o r a t o r y results cf p /p and p /p are shown i n

E e P C
F i g u r e 33 and Figure 38, r e s p e c t i v e l y ,
 70

Figure 3 4 q Root l o c w plot of open loop,

 -32 -24 -16 -8 0 +8

Figure 35. Expanded root locus p l o t of load b i p o l e .

 72

Figure 3 6 0 Double block diagram.

 73

Figure 37* Single block diagram.

 74

+1

-1 !O

10

-2 io
IO
-3 00

.20
-41 .40
60

0 ,80

Figure 38, Actuator frequency response

 75

A r o o t locus p l o t of t h e open loop g i v e s t h e design engineer a

complete p i c t u r e of t h e closed loop r o o t v a r i a t i o n s a s a f u n c t i o n of

open loop g a i n . The poles and zeros of t h e r e f l e c t e d load t r a n s f e r

function p
/ f l . a r e t h e most c r i t i c a l p a r t s of t h e r o o t locus diagram.
P 1
The expanded r o o t locus p l o t of t h e r e f l e c t e d load i s shown i n Figure

35. One can s e e t h a t i f an open loop g a i n i s picked l a r g e enough, t h e

closed loop r o o t s w i l l be i n t h e r i g h t half of t h e "S" p l a n e , causing

t h e TVC system t o be u n s t a b l e .
 APPENDIX B

ASSUMPTIONS USED

The f o l l o w i n g assumptions are p e r t i n e n t t o t h e development of

t h e TVC system mathematical model.

1. The h y s t e r e s i s of t h e servo-valve and i t s e f f e c t on t h e

system were neglected.

2, The compliances of t h e "0" r i n g s were neglected.

3, The e f f e c t of leakage spools and a c t u a t o r p i s t o n were

assumed zero.

4. E i o c i c i d p o i t para~tttrswere not included.

5. The e f f e c t s of lapping of valve (over-lapped on l i n e , or

under-lapped) were neglected.

6. The s i l t i n g of v a l v e was neglected.

7. Breakway f o r c e s and crushing power of valve were n o t analyzed.

8. Effects of contamination of h y d r a u l i c o i l were omitted.

9. The amount of a i r and s o f o r t h , i n h y d r a u l i c o i l were n o t

cons idered.

lo. A i r pockets i n valve and h y d r a u l i c l i n e s were neglected.

11, Flow through t h e v a l v e was analyzed i n one d i r e c t i o n .

12. S i z e of w i r e and arrangements of c o i l i n torque motor w a s

neglected. (Reliability, etc,)

13. The type of metal f o r magnet and s t r e n g t h of magnets were

n o t considered. (Assume one can g e t d e s i r e d r e s u l t s . )

76
 77

14. The type of metal for f l a p p e r and f l e x u r e tuve was n o t con-

s idered.

15. The n o n - l i n e a r i t i e s i n s p r i n g s and feedback wires were

omitted.

16. The l o s s e s i n l i n e s were assumed n e g l e c t a b l e .

17. The h y d r a u l i c pawer supply w a s n o t analyzed. That i s , it

w a s assumed t h a t one could g e t t h e d e s i r e d p r e s s u r e s and flow rates

required.