Beruflich Dokumente
Kultur Dokumente
3 January 1961
I
P
Honeywell
1
1
I 1915 ARMACOST AVENUE
SCOUT SYSTEM DESIGN R E P O R T
1
I
1 ..
I Preparedby: e. ,&&,
Systems Analysis Engineer
I Approve d by:
1 b
I
I
I
1
I
FOREWORD
I
I This document is submitted to Chance Vought Corporation as a require-
ment of contract No. CV 300. Two supplements to this document, wbich
1
I
1
I
I
I
I
I R-ED 11117
- i -
I
TABLE OF CONTENTS
Page No.
FOREWORD i
INTRODUCTION 1 '
SUMMARY 2.
R-ED 11117
- ii -
1
1 LIST O F ILLUSTRATIONS
I 1
2
First-Stage Total P i t c h Control Moment v s Time
First-Stage Total Roll Control Moment v s Time
5
7
R-ED 11117
iii -
F i g u r e No. P a g e No.
R-ED 11117
-e-
INTRODUCTION
R-ED 11117
-1-
SUMMARY
R - E D 11117
- L -
SECTION I
SCOUT FIRST-STAGE CONTROL SYSTEM
CONTROL MEMBERS
G s t u r b a n c e Moments
The s i z e s of both the vanes and the tips were chosen to provide controll-
ing f o r c e s adequate to overcome disturbance moments due to thrust
misalignment, fin misalignment, and winds. Thrust misalignment
moments, at the maximum specified angle of 0 . 2 5 degree, vary f r o m
11,100 to 20,400 ft-lbs during flight. If both fins in one plane w e r e
misaligned the specified maximum of 0.15 degree, the resulting moment
would reach a peak of about 16,600 ft-lbs. The disturbance moment due
to wind is about 55,000 ft-lbs within the wind and attitude specificatio:is
f o r SCOUT.
R - E D 11117
- 3 -
1
I
1 would be 1120 ft-lbs under conditions of a n 80-degree vehicle launch
angle.
I
Jet Vanes
I
The j e t vane used on SCOUT produces a n average l i f t of 48 l b s / d e g
I deflection; the actual value depends upon the Algol engine t h r u s t and
the state of e r o s i o n of the vane surface. Static firing tests of the v a n e
I show normal erosion of about eight percent of the effective area during
engine burning. This erosion causes the l i f t to d e c r e a s e by the same
R amount. The l i f t (and hence the control moment) of the vane is quite
l i n e a r with deflection over t h e range of deflections used.
I
Lift naturally d e c r e a s e s during the engine t h r u s t decay after burning.
I Several j e t vane designs were considered with a view to minimizing t h e
hinge moment, reducing variations due t o erosion, and preventing fla.me
I leakage into the drive-shaft a r e a . The design chosen produces relatively
I total pitch o r yaw control moment (which is a function of the vehicle center
of mass) is plotted against time i n figure 1. Note that the total control
I R - E D 11117
- 4 -
I
1
I
I
I
I
I
I
I
I
I
I
I
I
I
I 0 0 0 0 0
0 0 0 0 0
I 0
9
0
In
0
-?
0
m
3m3za/saNnod m 0 . z
0
N
I
I R-ED 11117
- 5 -
I
1
I
I moment p e r degree deflection v a r i e s f r o m 2660 to 5600 f t - l b s / deg
(a factor of 2.1) during powered flight. In roll the total control
I moment due to differential deflection of two surfaces and vanes varies
f r o m 1280 to 4460 ft-lbs during first-stage burning, as may be seen
I f r o m the plot of figure 2.
I A e ro dynamic Surf a c e s
1 R-ED 11117
- 6 -
I
R-ED 11117
.- 7 -
transducer, f o r m a servo unit, one of which is used for each control
surface. A block diagram of a SCOUT servo is given i n figure 3.
The actuator, valve combination must be chosen to be capable of
overcoming the maximum expected hinge moment and providing a
slewing rate adequate f o r control. Since the maximum hinge moment
and slewing r a t e requirements were not known at the time of component
selection, rather conservative values were chosen. Accordingly the
SCOUT actuator and valve can produce a stall hinge moment of 1700
in-lbs and a no-load slewing rate of 250 deg/sec. These numbers a r e
much g r e a t e r t h a n required, but a r e incorporated because of the e a s e
of attaining them with a hydraulic servo. The reason, however, for
leaving a sizable hinge moment margin is due partly to t h e uncertainty
in requirement r e s u l t i n g from erosion, and partly due to the mere f a c t
that the moment is sometimes unstable. The servo valve consists of
a solenoid-driven flapper valve which d i r e c t s hydraulic oil to position
a four-way spool. The spool in turn controls the flow to the actuator.
System operating p r e s s u r e i s obtained by means of a b a t t e r y - d r i v e n
electric pump, a hydraulic accumulator, and a regulator s e t at 3000
psi. The hydraulic actuator is a cylinder and piston having an effecti-ie
a r e a of 0.419 square inches and a total stroke of 0 . 8 6 inches. It acts
at a moment a r m ( at zero deflection) of 1.375 inches and can produce
a total angular control surf ace deflection of 37 degrees. The closed
loop dynamic response of the servo depends upon amplifier and valve
lags, the inertia of the load ( v a n e s and t i p s ) , and the open-loop
gain. With the SCOUT components, the l a g s a r e v e r y s m a l l ( l e s s
than one m s ) , so that at low gains, the gain alone determines the
dynamic response. Without introducing extraneous lags, the servo
exhibits primarily a f i r s t - o r d e r response up to frequencies of 50
o r 60 r a d / sec.
R-ED 11117
- 8 -
w
0
Eid
k
M
id
E
R-ED Ill17
-9-
If the loop gain is raised even more,the effect of the s y s t e m lags begins
to become evident, and the servo eventually becomes underdamped in
the region of 100 to 150 rad/sec. Since it is n e c e s s a r y f o r the control
designer to know the response of each component i n his s y s t e m as
closely as possible, the servo loop gain on SCOUT was made variable.
During the s y s t e m design of the first stage, a s e r v o response was
determined which gave the best overall operation, and this was
approximated in the actual equipment by adjusting the loop gain. The
resultant behavior is nearly a simple, f i r s t - o r d e r response with a
b r e a k frequency of 31 r a d / s e c . Within the region of operation, the
simple b r e a k frequency varies directly with loop gain,and in fact, is
numerically equal t o it.
R-ED 11117
- 10 -
0
0
L.,"
- m
-1 c-
--.D
-. m
--.*
-. rr)
-- N
- OI
H
E
--m
0
- I-
-. \o
-. m
-, *
- m
Y
0
-.N
0 0 0
9 m
R-ED Ill17
-u-
The choice of hydraulic rather than e l e c t r i c servo actuation was made
at a time when the hinge moment, slewing rate, and frequency response
requirements could only be estimated. The hydraulic servo has
the advantage of being more than adequate in hinge moment while
giving a n adjustable response. The hydraulic s e r v o is capable of
f i r s t - o r d e r behavior up to relatively high frequencies, and due to its
l a r g e margin of effectiveness, it i s affected v e r y little by load
variations.
STABILIZATION
R - E D 11117
- 12-
mode shapes, slopes, and frequencies will be given f o r s e v e r a l flight
conditions in "SCOUT System Design Report, Supplement I. In flight
the actual l i f t distribution i s determined by the local angles of attack
along the body, and these a r e affected by bending. Hence, the total
description of the a i r f r a m e is accomplished by writing the ordinary
rigid equations of motion i n conjunction with a s e t of wave equations
for the body flexibility.
R - E D 11117
- 13 -
1
I
I of the local angles of attack. The angle of attack at each body station
i s that of the rigid a i r f r a m e plus that due to bending. Bending produc-ss
I two angle-of-attack t e r m s at each station; one is the actual bending
slope (the s u m of the slopes due to each of the t h r e e modes), and the
1 other is that caused by the bending deflection r a t e .
I e
Here a is the rigid-body angle of attack, 0 the rigid pitch r a t e , V is
I
I
I R - E D 11117
- 14 -
1
I
a i
I -0 Lo
N m
N" N N
I I
I 1
I iu
II
I 1
"
I N m
d *a N N N
I m m N
cr)
N
N
m
m
N
" N
+
I EN
+
v)
N
+
N
+
v1 N
.N
m
m
m m m
m +
I SN
*N
N"
aKl
N
N
N
cnI
W
0
I N
N
N
cu
N
+
I
N N
N m
EN N cn N
N
+ N" -N
N
+
+ cn
I m
iN
N
ON
N
+
N N
.N
N
cr)
Q-l
0
rnI
x
I N"
4
.r(
k
I 4
N"
+
4
N
61
EN m 4
N
I +
cn
"
N
+
+
-89
iN N
I N
cnI N
I
*a *a
I +
cnI
N
*2
N
N
N
m
I
I R - E D 11117
- 15 -
d d
N m
I Ed N N
- -
Mb = xb + K b xb
1
2.;. =
1 1
- 2 S i wi 5
1 1 m.
j
m.V
m.
-x. +..
j
Mii = J 11
1 ’
where:
S = reference a r e a for the lift coefficient subscript b = the control surface station
V = vehicle velocity subscript T = the engine thrust station (the nozzle throat)
R-ED 1U17
- 16 -
I
I
I Note that the engine thrust level appears in the moment coefficients.
This i s n e c e s s a r y to account for the effect of t a i l deflections due to
I bending which tilt the t h r u s t vector away f r o m the center of m a s s .
Many of the coefficients a r e negligibly small when practical data is
I used. Nevertheless a l l of the terms were retained during the SCOUT
design since they do not add significantly t o the work and they can
I become important under certain circumstances.
I
I r a t e input
I
I R-ED 11117
- 17 -
I
1
a
1
II
1
1
1
Ea,
1 c,
*
m
ro
.-(
I 0
k
c,
I:
0
u
N 5
c,
ii
1 a,
9
w
0
1 Era
k
M
ra
E
1 x
4
V
0
I a,
bo
l
d
s
1 c,
m
k
I
tz
1 9
k
a,
ZI
I .r(
cr
1
I R-ED 11117
- -
18
1
The dynamic behavior of the servo system and the compensation device
a r e , within certain limits, under the control of the designer. In general
each can be represented by equations of second order o r l e s s , although
higher o r d e r compensation t e r m s have been considered.
R-ED 11117
-
19 -
0
0 0
..
- - iz
k
0
0 0 w
20
.A
c,
0 0
Id
3
c
9
- w
0
-
-
9
a
N
9
i
d
k
w
k
.A
-4
w
0
X
.I4
k
c,
s
i
IC
- 9)
k
3
-
N
M
.A
6(
2 2 2
9 9 0
c
I
I R-ED llU7
- 20 -
the gyros in the airframe. Discrete changes in control gains during
the flight w e r e left as a possibility. These p a r a m e t e r s w e r e to be
chosen so that predetermined design c r i t e r i a could be met in spite of
variations and tolerances.
During the design it was intended that the "nominal system" (that
system f o r which no allowance was made f o r component variation,
parameter tolerances, o r accuracy of basic data) should maintain
gain and phase margins of stability of 12 db and 30 degrees, respectively.
The c r i t e r i a was l a t e r , changed to 10 db and 20 degrees in the presence
of the worst parameter variation. Other factors of importance were
high loop gain and good damping. In o r d e r to cope with steady o r
slowly varying disturbances such a s thrust misalignment, winds, and
fin misalignment, the control gain should be l a r g e . Sudden moments
f r o m gusts o r s h a r p changes in thrust misalignment a r e controlled
better if the effective overall damping ratio is high enough to prevent
m o r e than one overshoot. It w a s decided that the control gain should be
kept above five if possible and that the damping ratio of the "rigid-body"
response (the response i n the region of 0 . 5 cps) should exceed 0.2.
Actually the transient response is so complex (since it includes all
the bending frequencies and several control frequencies and time
constants) that damping ratio h a s little meaning. Higher damping
than 0.3 o r 0 . 4 was deemed unnecessary since the wavelength of the
oscillations is v e r y long and since the pitch-over maneuver is m o r e
accurate at low damping. The settling time was maintained a s low
as possible, however, at frequencies of t h r e e cps and lower.
1
I
I Originally t h e r e w e r e two outstanding difficulties connected with
1 upon the gyros when mounted i n Transition Section D (at body station
120 ) was quite severe. Attempts to filter the forward control loop
I and lag compensation dynamics is chosen for the rigid and f i r s t bend-
ing frequencies, the second bending frequency is still not sufficiently
I ,AAsscr;lZ?.-
1. M y
P., --
*A # ---4:--
L ~ b A A A t~ h c g y r o p e k z g c , t k z s e C G d - k c d i c g =ode
I R - E D 11117
- 22 -
I
I
I
I A s the concurrent selection of compensation and servo dynamics
proceeded, *it became clear that the additional response required was
I of low-pass nature. The root locus plot of figure 8 and the Bode plot
of figure 9 show the situation at maximum q with no compensation and
I a perfect (instantaneous response) servo. The rate-to-position gain
ratio, which produces a low-frequency r e a l z e r o in the open-loop Wansfer
1 function, has been a r b i t r a r i l y s e t at 0.33. F r o m the movement of the
system roots a s the loop gain is increased,it can be seen that considerable
I phase shift is needed a t the f i r s t bending mode frequency. If one o r
m o r e lag t e r m s (poles) were added a t low frequency, the first mode
I locus would start into the left half plane and the rigid-body locus would
not bend so far t o the left. Lag compensation thus involves a compromise
I in the behavior of the rigid body and the f i r s t bending mode, and the
separation of their frequencies determines its feasibility. The shape of
I the locus is a l s o affected by the location of the rate gain z e r o which i:3
I R - E D 11117
- 23 -
I
L
NO NETWORK, IDEAL SERVO
POSITION TO RATE GAIN RATIO = 3
SECOND
BENDING
MAX. q CONDITION MODE
R-ED 11ll7
- 24 -
Figure 9 Bode Plot of Uncompensated First-Stage System
R-ED 11ll7
- 25 -
compensation reasoning i s inferred i n the Bode plot of figure 9. The
amplitude plot naturally shows a peak at the first-mode frequency, a r d
it is the purpose of the phase compensation to ensure that the phase
plot c r o s s e s 180 degrees at a lower frequency.
R - E D 11117
- 26 -
synthesized with the existing hydraulic s e r v o and a simple, second-order
l a g network. T h r e e real poles w e r e placed v e r y close together n e a r
a frequency of -31 nepers p e r sec. Two poles w e r e t o be generated
by the network and one pole by the servo. T e s t s of the s e r v o actuator
have roughly verified predictions of the response obtainable. At
frequencies of i n t e r e s t (40 r a d / s e c and lower) the s e r v o t r a n s f e r
function was nearly characterized by a single pole which varied in
frequency directly with loop gain. Actually the e a r l y s e r v o s exhibited
higher-order poles at approximately -300 and -500 nepers p e r second.
The locations of these poles were r a t h e r unpredictable since they varied
f r o m unit to unit as well a s with loop gain. However, the problem of
considering these pole characteristics became unnecessary because i.:
was found that the poles moved t o higher frequencies on later servos.
Because of the slight variation i n s e r v o high-frequency behavior, s e v e r a l
poles w e r e included in the stability analysis to determine their effect.
By using a two-pole t r a n s f e r function, the actual s e r v o could be simu-
lated as closely as was n e c e s s a r y in a l i n e a r analysis.
The double-lag network could not be synthesized with its poles too
close together and still be passive and non-inductive. Accordingly the
two break frequencies w e r e slightly separated; the nominal settings
being -29 and -33 n e p e r s p e r second.
R-ED 11117
- 27 -
MAXIMUM DYNAMIC PRESSURE CONDITION
NOMINAL SERVO A N D NETWORK
R-ED 11U7
- 28 -
I1
I
,
I
-0
-100 .-50
-200 '-100
-300 1-150
.1 1 10 100 1000
FREQUENCY% RADISEC
R-ED 11117
- 29 -
a r a t i o which could include the upper stages. The nominal parameter
values w e r e chosen only a f t e r reviewing the effects of changes i n e a c h
of them, as well as reviewing variations i n basic data and i n flight
condition. F i g u r e 12 through 16 show root-locus and Bode plots f o r
the nominal s y s t e m at launch, 17 seconds after launch, and at burnout
(with j e t vanes still fully effective). The nominal position gain is 5.0
degrees of control surface deflection p e r degree attitude e r r o r . Note
that at launch the rigid-body locus becomes v e r y damped at high gain,
but at a gain of 5.0, the damping is poor. Because the gain margin
is g r e a t at launch (due t o the absence of aerodynamic tip control and
the separation between rigid and first-mode frequencies), the gain
might have been increased to 10.0 f o r the first few seconds of flight,
thus improving the damping. It was felt, however, that although the
damping was low, it was adequate and that the improvement could
not justify the use of gain switching.
0 Bending frequency
0 Maximum dynamic p r e s s u r e
0 Rate-gyro location
0 Rate-gyro damping
R - E D 11117
- 30 -
NOMINAL SERVO AND NETWORK
R-ED 11ll7
- 31 -
F R E Q U E N C Y & RADISEC
R-ED ll117
- 32 -
?;OhFzNAL SERVO AND N E T W O R K
I Figure 14 Root Locus Plot of Nominal First-Stage System 17 Seconds after Launch
I R-ED l l l l 7
- 33 -
BURNOUT ( F U L L THRUST)
XOMINAL SERVO AND NETWORK
R-ED 11ll7
-34 -
I
I
1
I
I
I
I
I
I
1
I
I
I
I
I
'I FREQUENCY& RAD/SEC
I R-ED IlU7
- 35 -
I
The nominal control gains and t r a n s f e r function were chosen so that
reasonable changes in such quantities a s servo response and bending
frequency would maintain the gain and phase margin within t h e i r proper
limits. Tolerances were established f o r gain, gain ratio, servo
I
response, and the network break frequencies. These tolerances a r e
quite conservative i n that the system will perform satisfactorily even
if each parameter is in e r r o r in its worst direction.
R - E D 11117
- 36 -
of the z e r o s on the complex plane. Therefore it is difficult t o judge
beforehand the r e s u l t s of a single gain variation. In general, a s can
be s e e n f r o m the plots of "SCOUT System Design Report, Supplemknt
11, ' I increasing the rate gain aids the rigid-body damping but aggravates
the bending modes. Gain ratio has been held to a 10 percent t o l e r a n c t
because of its far reaching effects.
The behavior of the control system after first -stage burnout degrades
rapidly as the sensible atmosphere is left behind. F i g u r e 17 shows tire
Bode plot of the nominal system just after burnout (with z e r o j e t vane
lift). As can be s e e n f r o m the rigid-body portion of the amplitude
response, the damping has deteriorated even at this relatively high q
condition. In the coasting period before second- stage ignition, the
s y s t e m damping will be reduced to only a few percent of critical,
and angular momentum still present will result i n continued attitude
oscillations. Moreover, as M a decreased due t o the decreasing
q, the frequency of oscillation is reduced, causing the amplitude to
become g r e a t e r . Part of-this effect could be compensated by
switching t o a. hi'gher loop gain soon after burnout, thus helping to
damp any transients applied a t that time (such as sudden removal bf
thruct misalignment) before the controls become too ineffective.
R-ED 11117
-
37 -
1
I
1
‘I
0’
- IO(
-200
-300
-4oc
10
F R E Q U E N C Y Q RADJSEC
R-ED 11117
- 38 -
i
I
I not completely solve the oscillation problem, because as the air
becomes tenuous i n ascending t o high altitudes, l a r g e r and l a r g e r
1 control surface deflections a r e required. Finally, mechanical
stops will prohibit f a r t h e r increase in control surface deflections,
I at which time the controls operate i n a n on/off manner, so that only
by increasing rate gain can further damping of the s y s t e m be accomplished.
1 The r e a s o n why such a n underdamped s y s t e m is tolerable is that burn-
I'
out transients a r e controlled well enough before q becomes too low,
and because low a i r density deteriorates wind o r gust disturbances.
The f i n a l , nominal pitch and yaw control s y s t e m p a r a m e t e r s f o r f i r s t -
1 stage operation a r e as follows:
Servo t r a n s f e r function 1
31S+l
(see figure 18 f o r frequency response tolerance bands)
Compensating network t r a n s f e r 1
function (29S.tl) (33Srtl)
R - E D 11117
- 39 -
N
0
e,
U
9k
e,
4
0
I
3
e,
m
c
0
a
m
2
R-ED l l l l 7
- 40 -
I
a,
l
z
x
R-ED 11ll7
- 41 -
Thus components such a s ripple f i l t e r s and t r a n s f o r m e r s must be
checked to e n s u r e that t h e i r pass bands a r e compatible with the design
dynamics.
These bands were generated by taking a s the upper limit the response
of a f i r s t - , o r d e r s y s t e m having a break frequency 1D bercent higher
than that desired for the servo, while the lower limit was established
by the response of a second-order system with one break frequency
10 percent lower than the servo nominal and the other b r e a k frequency at
150 r a d / s e c . Because l a t e r servos i n good condition do not exhibit
high-frequency lags below 300 r a d / s e c , the lower tolerance limit should
be tightened somewhat.
R - E D 11117
- 42 -
typical amplifier and feedback element, was t o be adjusted by varying
its loop gain until the correct response was achieved. Having met the
specifications defined i n figure 18 the s e r v o components w e r e t o be
incorporated in the flight system and the loop gain s e t to meet the
overall requirements with the compensating network included. By
adjusting the s e r v o response until overall requirements a r e met, slight
deviations of the network t r a n s f e r function f r o m nominal can be compensated
Since the s e r v o is known t o have the desired type of behavior, L e . ,
nearly that of a f i r s t - o r d e r system, the tolerance bands on overall
frequency response need not be narrow. Because the control s y s t e m
can function properly if the poles of the network o r s e r v o t r a n s f e r
function differ by 10 percent each f r o m their nominal values, the
tolerance bands for the network and s e r v o together were formed by
allowing high and low variations of a l l three poles. The resulting
response tolerance, to which the system is tested in the field, is
shown in figure 1 9 .
R-ED 11117
-
43 -
stages of amplification, the compensation network, and finally, the
hydraulic servo. The s e r v o shaft position, corresponding to j e t
vane and tip deflection, w a s sensed by a dc potentiometer and the
resulting signal returned t o the computer where it completed the
control loop. The time and frequency responses of the e n t i r e s y s t e m
could then be measured and compared with those predicted by the mo:-e
exact, but less complete, digital analysis. P h a s e and gain margins
obtained in this way agreed with predicted values v e r y closely ( within
1/4 db in gain). The effect of s e v e r a l anomalies in control componer.ts
was measured with analog simulation that would have been impossible
to determine by solving the linearized s y s t e m equations. First, the
control behavior was checked with the s e r v o loaded with springs,
corresponding to hinge moment loading expected in flight. The spring
r a t e was made both positive and negative and, i n addition, a l a r g e
steady (invariant with .deflection) moment was applied. The vehicle
response variations could be observed but they w e r e negligibly small.
The effect of connecting a 0.5-mfd capacitor a c r o s s the s e r v o valve
coil was a l s o copsidered, because field operation had shown that
electrical noise imposed on the long signal w i r e s connecting the f i r s t
and third stages had caused the s e r v o to chatter. Filtering, most
conveniently accomplished at a d c point, could eliminate the chatter,
and t e s t s showed that a capacitor connected a c r o s s the valve coil
would suffice. The addition of the capacitor, however, caused a
nonlinear performance of the servo amplifier, which a l t e r e d the s e r v 3
response in a manner not easily described i n t e r m s of transfer-function
poles and zeros. Time responses of the a i r f r a m e w e r e determined
by applying either simulated wind gusts (instantaneous changes in
angle of attack) o r attitude commands.
R - E D 11117
- 44 -
I
I
I Responses of the nominal system ( a l l simulated components) for
i
I Roll Axis
I .
RlrlSS R l r l R E S+RZr2
2 2
1
1 s2-t 25UlStb12 =b
I R S+R2r1
2 1
I
I R - E D 11117
- 45 -
I
-
1
I
I +so NOMINAL SYSTEM,
SIMULATED C O M P O N E N T S
ANGLE
I OF
ATTACK
0
-5O
I -5O
PITCH 0
I! ANGLE
+5O
I +25O
I SURFACE
DEFLECTION
0
-25O
11 FIKST
+5 F T .
BENDING
I NOR MALI Z E D
DEFLECTION
0
- 5 FT.
1 SECOND
+o. 5 FT.
BENDING
11 NOR M A L I Z E D
DEFLECTION
0
_c_ in----.
I -0.5 F T .
+o. 4 FT.
THIRD
I BENDING
NORMALIZED
DEFLECTION
0
I -0.4 F T .
-d b
l SEC.
1
‘I Figure 20 First-Stage Pitch Time Response at Launch
II R-ED U117
- 46 -
I
+5 O NOMINAL SYSTEM,
SIMULATED COMPONENTS
ANGLE
OF 0
ATTACK
-5O
PITCH 0
ANGLE
+5O
+25O
SURFACE 0
DEFLECTION
-25*
+5 FT.
FIRST
0
BENDING
NOR MALI ZED
DEFLECTION -5 FT.
+O. 5 FT.
SECOND
BENDING
0
NORMALIZED
DEFLECTION
-0.5 FT.
+O. 4 FT.
THIRD
BENDING
NOR MALI ZED 0
DEFLECTION
-0- 4 FT.
R-ED 11U7
- 47 -
I
1 NOMINAL SYSTEM
I ANGLE
+5O
OF 0
1 ‘ATTACK
-5 O
I PITCH
-5O
I ANGLE
+5O
u SURFACE
+25O
I DEFLECTION
-25O
I FIRST
+5 FT.
BENDING
0
1 NORMALIZED
DEFLECTION- 5 F T .
I SECOND
BENDING
+O. 5 F T .
I NORMALIZED
DEFLECTION
-0. 5 F T .
a THIRD
BENDING
+O. 4 F T .
0
NORMALIZED
1 DEFLECTION
- 0. 4 F T .
P 1 SECd
I R-ED 11117
- 48 -
1
MAXIMUM DYNAMIC
P R E S S U R E CONDITION
NOMINAL S Y S T E M W I T H
A C T U A L NETWORK, E L E C T R O N I C ,
A N D S E R V O HARDWARE.
+ 5"
ANGLE
OF 0
ATTACK
- 5"
+ 5'i
PITCH
A T TI T U D E
ANGLE
- 5"
-25"
CONTROL
o------I
SURFACE
DEFLECTION c-y---
+ 25"
+ 5 FT. I
FIRST
*+'pc,
BE NDIN C
0 -s4'
NORMALIZED
DEFLECTION
-5 FT.
+ 0.5 FT.
SECOND
BENDING
O--"rvc------
NORMALIZED
DEFLECTION
-0.5 F T .
+ 0.4 FT.
THIRD
BENDING
NOR M A L I Z E D
0 L
D E F L E C T ION
R-ED 11ll7
- 49 -
T h e r e is essentially no coupling among the torsional modes of vibra-
tion and the rigid-body since all the aerodynamic terms a r e v e r y
small, so that i n practice, the above m a t r i x is degenerate and can
be written with only its diagonal t e r m s . The moments applied t o the
body which excite the "rigid" o r flexible modes a r e functions only of
the control surface deflection. The coefficient -L-6I- -obviously the
is
roll moment p e r unit differential deflection of the two surfaces divided
by the roll moment of inertia. R16 and R2b a r e given by the
relation
= A .i d L 6
I:1
R - E D 11117
- 50 -
designer was the selection of roll control gains. This was done by
analyzing the s y s t e m using the root-locus technique to solve the total
loop equations of motion shown i n the z e r o m a t r i x of figure 24.
The roll rate and position gyros a r e separated j u s t as a r e those of
the pitch and yaw channels, so that different combinations of rigid
and flexible body motion a r e sensed by each. The rate gyro s e n s e s
R - E D 11117
-
51 -
R-ED 1ll17
- 52 -
severe disturbances a r e caused by fin misalignment, control- surface
offset, and by aerodynamic coupling of yaw and pitch angles of at-
tack through the C 1 9 t e r m . The l a r g e s t moments a r e produced by
fin misalignment, and can exceed 1000 ft-lbs.
R-ED 11117
- 53 -
140
j,
135
1r
-10 -5
U
R-ED 11117
- 54 -
140
.iw
135
-10 -5
0-
35
30
25 -u
2
20 2
15
-p:
.
3
,-I
10
5
-.5
0
-50 -45 -40 -35 -30 -25 -20 -15 -10 -5 O
Figure 26 Root Locus Plot of Nominal First-Stage Roll System at Maximum q Condition
R-ED Ull7
- 55 -
T h e s e control gains a r e sufficient to p r e v e n t s e r i o u s r o l l e r r o r s i n
the p r e s e n c e of the l a r g e s t expected disturbance moment.
R - E D 11117
- 56 -
I
I
I m o m e n t through deflection of the top and bottom s u r f a c e s , a positive
yaw e r r o r will induce a n extraneous positive r o l l moment. On the
IP o t h e r hand, a positive r o l l moment soon p r o d u c e s a positive e r r o r , and
the control s y s t e m a t t e m p t s to deflect the s u r f a c e s t o g e n e r a t e a
I negative r o l l moment. Since the upper s u r f a c e deflects f a r t h e r , how-
e v e r , a net positive yaw moment r e s u l t s which c l o s e s the loop and
I t e n d s t o continue t h e p r o c e s s . The amount of equivalent deflection
coupled into yaw f r o m the r o l l channel is(K-1) KSCE and into r o l l
I f r o m the yaw channel is (K-l)(K,,,+&), w h e r e KJ,, Kq, a r e the r o l l
and yaw position control gains, and a r e the r o l l and yaw
I
+E 1
4 E
R - E D 11117
- 57 -
This eliminates f o u r relations which do not influence the control
greatly, and in any event, a r e not required to compare the p e r f o r m -
a n c e s of the vehicle with and without coupling of axes. The second
t o r s i o n a l mode was a l s o eliminated since it does not contribute
g r e a t l y to the problem, but the third bending and first t o r s i o n modes
w e r e retained.
R-ED 11117
- sa -
R-ED U l l 7
- 59 -
YAW AND ROLL CONTROLS COUPLED BY
20 PERCENT DIFFERENTIAL SERVO GAIN
AND MAXIMUM AERODYNAMIC E F F E C T
THROUGH C1
B
MAXIMUM q CONDITION
60
I
J
SECOND
BENDING
MODE
55
X
-50
R-ED Ull7
- 60 -
MAXIMUM q CONDITION
6
et
= 6
e
+ . 2 6 a B0*2" b e t a 6e - . 2 6a
6at= ba + .2 6 6at= 6a - . 2 be
+2 . 5 "
SIDE
SLIP 0
ANGLE
-2 . 5 O
+l. 25'
YAW 0
ANGLE
-1.25"
+25O-
YAW
CONTROL 0 - .~.> - I'.
'*+r
SURFACE
DEFLECTION
FIRST
BENDING
NORMALIZED
DEFLECTION
-5 F T . - -
+12.5"- -
ROLL
ANGLE
ROLL
CONTROL 0 -
SURFACE
R-ED 11117
- 61 -
More plots of coupled responses may be found in Supplement 11. The
degree of interaction used i n the analysis was considerably greater
than that to be expected in practice. Servo specifications were
written s o that the roll-yaw servos would not differ in gain by more
than 10 percent, thus reducing the loop coupling coefficient by a factor
of four. The pitch servos a r e subject to the same specification for
they could otherwise introduce disturbance moments into the roll
axis. A pitch-roll loop, however, cannot be formed.
R - E D 11117
- 62 -
SECTION I1
SCOUT SECOND AND THIRD-STAGE CONTROL SYSTEMS
R - E D 11117
- 63 -
E
Q)
c,
m
81 I
c
Id
a
F:
0
V
Q)
rn
0
m
VI
'- N 91s
R - E D 11117
- - 64
1
I
1
1
‘1
U
I a
2
‘I W
c
8Q
1 v)
I
I
I
&
I1
1 R-ED 11117
- 65 -
I
I
I
1 The nitrogen p r e s s u r e forces the fuel out of the bladders to the valves.
I than eight degrees ( l e s s than the narrowest of the gyro limits) under
the simultaneous action of the maximum thrust misalignment, three
I R - E D 11117
- 66 -
I
w a s a s s u m e d t o a c t at the station of the nozzle throat. The dynamic
p r e s s u r e at which the second-stage could be safely ignited was t o be
determined. Until second- stage ignition, o v e r a l l stability would be
maintained by retaining the burned out f i r s t - s t a g e (with its controls
still operative).
R - E D 11117
- 67 -
angular velocity by three small spin-up rockets, and is then ignited.
Compromises were continually required in the selection of control
system parameters such a s reaction jet thrust, jet response time,
and deadband. At first, j e t response time was assumed to be rather
large, but as l a t e r information bgcame available f r o m tests, the
estimate was revised, and eventually specifications were written
defining the maximum tolerable time delays f r o m valve signal to the
different portions of full thrust. In general the responses a r e
characterized by a certain deadtime after the valve command during
which no thrust occurs, and then a risetime during which the thrust
r i s e s f r o m zero to full value. When the jet i s turned off, a similar
sequence occurs. Frequently for convenience, the t e r m s turn-on
or turn-off time a r e used to mean deadtimes equivalent to the actual
response. Once jet response specifications were written, system
performance was calculated using the specified values. Since it was
recognized that tolerances would be applied to each parameter value
selected, performance calculations were always made with jet
thrusts, deadbands, etc., differing f r o m nominal by the expected
tolerance and in the most detrimental direction.
R-ED 11117
- 68 -
SECOND STAGE CONTROL SYSTEM
A i r f r a m e Description
R - E D 11117
- 69 -
initial attitudes and r a t e s , and to angles of attack. These disturbances
m u s t be sufficiently counteracted by the control j e t s to i n s u r e that the
initial t r a n s i e n t e r r o r does not exceed eight degrees. The reaction-jzt
t h r u s t level n e c e s s a r y to r e s t r i c t the e r r o r to eight d e g r e e s was
determined by simulating the e n t i r e dynamic situation on an analog
computer and varying the pertinent p a r a m e t e r s .
R - E D 11117
- 70 -
The dynamic p r e s s u r e under consideration at this time was equivalen?:
t o a n ignition altitude between 100,000 and 130,000 feet. Since the
t r a j e c t o r y information f o r different launch angles indicated that the
dynamic p r e s s u r e sometimes remained constant o r even i n c r e a s e d
slightly after ignition at the proposed altitudes, the dynamic p r e s s u r e ,
q, was held constant i n the analog simulation f o r 10 seconds a f t e r
ignition. It was found that a q of 40 psf could be allowed at ignition.
Once the j e t s i z e was determined, the combined pitch and yaw fuel
consumption was considered. With p r o p e r choice of deadband and
rate gain, the fuel consumption during burning could be made depend-
ent only upon the disturbance moment, thus minimizing the required
impulse. During the period a f t e r the engine t h r u s t has decayed t o a
low value ( 8 t o 10 seconds), t h e fuel consumption rate depends upon
many things, chief among which a r e the j e t t h r u s t and time response.
It was found that unless t h e s y s t e m deadband was i n c r e a s e d t o a n
undesirably l a r g e value, the jets selected to p r o p e r l y control the
initial t r a n s i e n t consumed m o r e fuel during the s h o r t coast period
than could be allowed. The amount of r a t e gain employed, the
h y s t e r e s i s in the switching circuit, and the various l a g s associated
with the gyros and electronics a l s o contributed t o the impulse consump-
tion rate.
R - E D 11117
- 71 -
to minimize initial t r a n s i e n t e r r o r s and then t o reduce the t h r u s t f o r
the r e m a i n d e r of the second-stage operation. The change i n t h r u s t
l e v e l was accomplished by using two nitrogen p r e s s u r e r e g u l a t o r s s e t
at different l e v e l s s o t h a t each would f o r c e hydrogen peroxide to the
j e t s at a different rate. The higher p r e s s u r e device was connected to
a v e r y small nitrogen tank which would be depleted rapidly. Because
of its shape, t h i s tank is called a "toroid". When the toroid tank is
charged, the peroxide tanks are p r e s s u r i z e d t o the control l e v e l of
its r e g u l a t o r b e c a u s e it has the highest setting. In this condition the
second regulator, which i s connected to the n o r m a l l a r g e nitrogen
tanks, acts as a check valve and does not supply g a s . When the toroid
p r e s s u r e decays to a level which would cause the output of its r e g u l a t o r
to fall below the p r e s s u r e setting of the other r e g u l a t o r , g a s is sup-
plied f r o m the m a i n tanks a t t h e lower p r e s s u r e . The toroid with a
n o r m a l c h a r g e expels a n amount of fuel equivalent to 3080 lb-sec of
impulse. The advantage of this s c h e m e (first suggested by NASA
personnel) is that it is p a s s i v e and no switching is n e c e s s a r y .
R - E D 11117
- 72 -
h a r m f u l noise pickup i n the r a t e g y r o channel during t h i r d - s t a g e
burning.
R - E D 11117
-73 -
R-ED 11117
- 74 -
I
W
c
0
V
Q
v3
Q
k
7
M
iz
R-ED 11U7
- 75 -
'1
I
I m a x i m u m and the z e r o misalignment c u r v e s o r double the 1/2 E
II misalignment curve. The amount of impulse r e q u i r e d to o v e r c o m e
the initial t r a n s i e n t is that of the s t e e p p a r t of the c u r v e s . A s the
I quantity of fuel it would indicate that the deadband had been set too
narrow. The simulations which generated t h e s e c u r v e s included the
I R - E D 11117
- 76 -
I
1
I
I consumption calculations.
I than those f o r the pitch and yaw m o t o r s . The equivalent turn-on and
1 R - E D 11117
-77 -
I
turn-off t i m e s w e r e taken to be 70 m s . These times were l a t e r
i n c o r p o r a t e d i n specifications, which allowed 45 ms deadtime and 45 nis
additional r i s e t i m e to r e a c h 90 p e r c e n t of full thrust.
R - E D 11117
- 78 -
W
w
'?
d aF:
w 0
B V
f4 Q)
4 cn
R-ED 11117
- 79-
k’LlGHT S
NUMBER 1 NUMBER 2 -
DEADBANDS:
Pitch . 014 r a d f 10% same
Yaw .014 r a d f 10% same
Roll .015 r a d f 10% same
DUAL-LEVEL REACTION J E T
THRUST :
Initial : P i t c h and Yaw 510 t o 696 l b s same
Roll 19. 3 to 26.4 l b s same
Second Level: P i t c h and Yaw 475 l b f 10% same
Roll 18 lbs f 10% same
REACTION J E T RESPONSE:
Turn-on time: P i t c h and Yaw 0.13 sec same
Roll 0. 07 sec same
Turn-off time: P i t c h and Yaw 0.13 sec same
Roll 0. 07 sec same
CONTROL -LOOP F I L T E R
TIME CONSTANT (LAG) . 0145 to 0195 s e c . 0015 sec
ALLOWABLE DYNAMIC
PRESSURE AT IGNITION 40 psf same
CALCULATED MAXIMUM
CONTROL IMPULSE REQUIRED 25,350 l b - s e c 22,200 l b - s e c
-
CALCULATED INITIAL TRANSIENT
ERROR, STANDARD CONDITIONS
P i t c h o r Yaw 7.1 deg 7.1 deg
Roll 6. 6 deg 6. 9 deg
-
Table 2 Second-Stage Control P a r a m e t e r s f o r Vehicle One and Two
K -EL)1111‘1
- 80 -
Selection of Control P a r a m e t e r s f o r T h i r d and F o u r t h Vehicles
R - E D 11117
- 81 -
i
i I
a
c
1 0
v
8
m
1 Ln
m
P)
k
i%
I .d
cr
R-ED 11117
- 82 -
wQ6
- L o
N
0
I1
d
f-c
1
R-ED ll117
- 83 -
34.7 ft-lb, and the 17 m s noise filter l a g w a s not included. A sum-
m a r y of the control p a r a m e t e r s f o r the second s t a g e of flights t h r e e
and f o u r is given i n table 3.
A i r f r a m e Description
R - E D 11117
- 84 -
DEADBANDS:
Pitch
I
014 r a d 10%
, f
Yaw . 016 r a d f10%
Roll . 0 3 5 r a d f 10%
REACTION J E T THRUST
(SINGLE LEVEL):
P i t c h and Yaw 470 to 636 l b s
Roll 18 t o 2 6 . 4 l b s
REACTION J E T RESPONSE:
Turn-on time: P i t c h and Y a w 0.12 s e c
Roll 0.07 sec
Turn-off time: P i t c h and Y a w 0.09 sec
Roll 0. 07 s e c
R-ED 11117
- 85 -
13.46 inches on the first vehicle. Flights two, t h r e e and four have
modified r o l l jets and t h e i r a r m h a s been extended t o 15.1 inches.
R - E D 11117
- 86 -
II
1
I provided by additional s m a l l e r j e t s . The fuel consumption during
the boost phase was determined p r i m a r i l y by the value of the engine
I t h r u s t misalignment if the deadband was made sufficiently l a r g e .
The deadband f o r pitch and yaw was set at 14 m r f 10 p e r c e n t f o r
I the first flight. P l o t s of pitch time r e s p o n s e showing the t r a n s i e n t
a t ignition and pitch-yaw fuel consumption a r e shown i n f i g u r e s 37
1 and 38. The fuel consumption plot applies to the second, third, and
f o u r t h s y s t e m s ; the f i r s t s y s t e m did not r e q u i r e as much impulse as
I that shown. Although the ignition t r a n s i e n t is small, it was not con-
s i d e r e d n e c e s s a r y to reduce the jet t h r u s t , a s fuel r e q u i r e m e n t s
I w e r e not thought t o be severe. A pitch and yaw j e t t h r u s t reduction
a c t u a l l y s a v e s v e r y little impulse -- a t the m o s t 100 l b s - s e c .
1
F u e l consumption during the boost p h a s e , i. e . , the p e r i o d during
1 which the l a r g e j e t s w e r e used, was first calculated a s s u m i n g that
I R - E D 11117
- 87 -
i
1
1
I
I
'I Lo
0
n
I1 z
e
v)
R 9)
I
U m I
c
I N
N
I1
0
a
m
Q)
I
d
I Q)
i
I
I
I
I
I
I
I
i
I R-ED 11117
- 88 -
I
I
1
I
1
1 .A
c,
I 20
u
I
R-ED 11117
- 89 -
the deadband, the slope of the switching line, and the vehicle moment
of i n e r t i a .
R - E D 11117
- 90 -
It w a s e s t a b l i s h e d that the noise effect could be a l m o s t e n t i r e l y eli-
minated by attenuating high frequencies i n the e r r o r signal, which was
accomplished by i n c r e a s i n g the capacitor value of the n o r m a l demod-
ulator r i p p l e filter. The time constant s e l e c t e d was supposed t o r e -
p r e s e n t the b e s t c o m p r o m i s e between fuel consumption and noise
protection. If g y r o pickup or noise a p p e a r s i n the frequency r a n g e
c l o s e to the 400-cps c a r r i e r o r to a n i n t e g r a l multiple of it, v e r y
little attenuation is provided; the e x t r a n e o u s signal m u s t differ f r o m
the carrier frequency by t h i r t y o r f o r t y cycles p e r second if the con-
t r o l s y s t e m is not to be affected.
R - E D 11117
-91 -
.-
R-ED 11117
- 92 -
t h i s amount. P r e v i o u s calculations indicating much g r e a t e r consumF -
tion had been made with the assumption that engine t h r u s t misalignment
a c t e d f u r t h e r aft than the nozzle throat.
R - E D 11117
- 93 -
w a s activated. The level of two g ' s w a s s e l e c t e d a s the highest
p r a c t i c a l value that would not r e s u l t i n a l a r g e t r a n s i e n t e r r o r .
Lower l e v e l switching was undesirable because the reliability w a s
lower and the switches became m o r e susceptible to vibration.
R - E D 11117
- 94 -
FLIGHTS
Number 1 Number 2
DEADBANDS: (BOOST PHASE)
P i t c h and Yaw .014 r a d f 10% same
Roll .015 r a d f 10% same
R-ED l l l l 7
- 95 -
1
1
I the timer. The huge r o l l moment, however, p r e s e n t e d a m o r e s e r i o u s
p r o b l e m and its p r o p e r solution w a s not so obvious. It was finally
I decided that, although the disturbance w a s unsuspected and its source
was not known, the s a f e approach would be t o provide f o r its o c c u r r e n c e
1 i n the future. The peak moment o b s e r v e d on the first flight w a s about
21 f t - l b s , and it was f e l t that the s y s t e m should be modified to cope
I with v a l u e s of a t l e a s t 30 ft-lbs. The a l t e r n a t i v e was to c o r r e c t the
fault which caused the disturbance, and that might have been a t i m e
1 consuming and expensive p r o c e s s .
I R - E D 11117
- 96 -
1
devised f o r the t h i r d flight which would attenuate the 14-pound t h r u s t
t o little m o r e than five pounds. The technique consisted of lowering
the effective f u e l feed p r e s s u r e by i n s e r t i n g a s e v e r e r e s t r i c t i o n i n
the peroxide line to the valves. This r e s t r i c t i o n was t o b e switched
into the line a t the beginning of the c o a s t period. The a c t u a l behavior
of the so- called "turned-down" j e t s was m o r e complicated a f t e r t h i s
modification than before. The a v e r a g e t h r u s t l e v e l of the j e t depended
upon the m a n n e r of operation, and reduced considerably if the j e t
was cycled rapidly. At the oscillation frequency and duty cycle
expected during the third-stage coast, e a c h pulse would have a n
a v e r a g e t h r u s t of s e v e n pounds. The r e s p o n s e t i m e w a s good, however;
the turn-off t i m e s w e r e found to be l e s s than 60 ms. With the r o l l
and yaw deadbands i n c r e a s e d f r o m those of previous flights, the t h i r d
and subsequent s y s t e m s would still be capable of a 600-second c o a s t
period. The r o l l deadband was i n c r e a s e d to 35 m r nominal, and the
yaw deadbacd was chacged t o 16 mr. T h e s e values w e r e used f o r the
e n t i r e flight, during second and t h i r d - stage boost and t h i r d - s t a g e coast.
The pitch axis, which still used a 2.2-pound jet, retained its dual dead-
band of 14 mr during second and t h i r d - s t a g e boost, and 4 m r f o r t h i r d -
s t a g e coast.
R - E D 11117
- 97 -
R-ED UU7
- 98 -
1
1
I
I
I b"
d
I 1 c
k
Q
(d
+J
X
w
1 0
d
(d
c,
I m
Q)
,I Q
Er;
+J
c
Q,
I .PI
m
c
(d
k
b
r
i 4
d
0
cr;
Q
'I M
1
G
I Q
k
1
I P i N d
0
d
I ?
I R-ED ll117
- 99 -
i
f o r coast. The pitch and yaw performance of the later s y s t e m s is the
same as that shown i n figures 37 and 38. The maximum rate of
impulse consumption during the coast period was calculated t o be:
R - E D 11117
- 100 -
DEADBANDS: (BOOST PHASE)
Pitch .014 rad f 10%
yaw .016 rad f 10%
Roll . 0 3 5 r a d f 10%
I ~
CALCULATED MAXIMUM CONTROL IMPULSE REQUIRED:*
~~ ~~ ~ ~~ ~
I 2,195 lb-sec I
CALCULATED INITJAL TRANSIENT ERROR, STANDARD CONDITIONS:
*
I
Based on a burnout r o l l inertia of 38 slug-ft2 and a yaw inertia of 814 slug-ft2.
R-ED ll117
- 101 -