..... i'::::!!i!;!

DAC-58066

;iliii '::_::;!i

,::;i_;_: COMPARATIVE SYSTEMS FOR

STUDY OF THRUST-VECTOR-CONTROL LARGE, SOLID-FUELED LAUNCH VEHICLES:,

::iii!iil ::_

_;::":_

;i_:_VOLUMEIII;_ITECHNICAL
1211_ A" !ii :I _ )i;: NOVEMBER 1967

REPORT

_i_::;

.:";i

: .:.i:.i _:ii I

f :i ' ' <';

Bj_G.D.

BUDRIS

...... il

Distribution interest

of this

report

is

provided

in the

of information contents

exchange. resides that with

Responsibility the author it.

for the

or organization

prepared

:f

Prepared ';;!:Missile

under Contract Aircraft Beach, for

No. NAS 1-7109 Company ............ Division :.:"* C-alifomia i:.:_ "......

b_;Douglas .Huntington i .... NATIONAL AERONAUTICS

and Space Systems

AND SPACE

ADMINISTRATION

PREFACE

This No. There Volume

document NASI-7109. are two

is the

final report the

on

NASA

Contract of Tasks I, II, and III. "and

It presents companion end ixe s.

results

documents:

Volume

I--Summary,

IIl- -App

The and

work J.M.

was

performed Langley

under

the direction Center

of J.W. (LRC).

Wilkey

Riebe,

Research

At

Douglas,

R.J.

Gunkel, and W.H.

Director Siefried, technical Douglas in this J.M.

of Advance Program direction, personnel report

Spacecraft Manager and who G.D. of

and

Launch Launch acted

Systems Systems as Study

provided Manager. described J.J.

Budris in

participated I.M. E.M. R.E. D.L. Sarlat, Pollack,

the investigation O.F. G.H. D.E. and D. Lippoldt, Goldthorpe, Goldberg, Pickering.

include

Kelley,

Vandewvalle, R.L. J.P. Buchanan, Mikulicich,

J.R. A.T.

Quartucy, West, Jr.,

Schenbeck, Grosby,

iii

CONTENTS

LIST LIST Section Section 1 2

OF OF

FIGURES TABLES

vii xi i-i

INTRODUCTION DESIGN Z Z Z Z 4 Z 5 Z 6 2.7 2.8 AND CRITERIA Mission and Payload DATA

Z-I 2-i Z-i 2-4 Z-4 2-4 2-8 2-8 Z-14

Baseline

Basic Launch Vehicle Thrust Histories Trajectory Data Wind Profile Motor Details Basic Nozzle TVC System Design Concepts SYSTEM

Section

LAUNCH VEHICLE COMPARISONS 3.1 3.Z 3.3 3.4 3.5 3.6

3-i 3-1 3-8 3-10 3-16 3-16 3-Z3 4-1 4-1 4-Z 4- 13 4-Z0 4- Z5 4-Z7 4-30 4-3 1 4- 34 TVC Systems 4- 49 4- 55 4- 55

Structural Design Criteria Structural Design Integration of TVC Designs Stage Weight Breakdowns Vehicle Performance Stability SYSTEMS and Control Analysis

Section

TVC 4.1 4. Z 4.3 4.4 4.5 4.6 4.7 4.8 4.9 4.1

COMPARISON

Lockseal Design Requirements Gas Injection TVC Design Data Lockseal Actuator Design Lockseal Hydraulic Power Systems Thiokol Hot Gas TVC Actuator Design Thiokol Vickers Hot Gas Valve Power Warm Gas Pneumatic Systems Valve

4.1 4.1

TVC System Weight Electronic Design Firstand Second-Stage Reliability Analysis Reliability Comparison Degree of Development

Section

_"

ROLL 5.1 5. Z 5.3

CONTROL

SYSTEM

5-i 5-1 5-6 5-9 6-1 6-1 6-3 6-4 7-1 7-I 7-5 7-5 7-8 7-8 7-8 8-1

Independent Roll Control System Dependent Roll Control System Roll Control Reliability Analysis OPERATIONS Gimbal Nozzle System Warm Gas System Hot Gas Systems C OMPARISONS Vehicle Configurations TVC Comparison Chart Payload Capability Launch Vehicle Weight Matrix Vehicle Reliability Versus Configuration Launch Operations-Total Vehicle System

Section

LAUNCH 6.1 6.2 6.3

<

Section

GENERAL 7.1 7. Z 7.3 7.4 7.5

7.6

Section

BIBLIOGRAPHY

v|

FIG UR E S
ii /

Mission Basic from E-3 Z-4 2-5 2-6 2-7 2-8 Z-9 Z-10 2-11 Thrust FirstFirstSecondSecond95_/0 Wind

Profile Launch Phase Vehicle II HES and Payloads (Extracted

Z-2

Study)

Z-3 Z-4

Profiles Stage Stage Stage Stage Trajectory Trajectory Trajectory Trajectory Parameters Parameters Parameters Parameters

2-5 2-5 Z-6 2-6 2-7

Profile Z60-in.-Diam 156-in.-Diam SRM SRM Z60-in.-

First-Stage SecondStage

2-9 Z-10

Nozzle Assembly: Diam SRM Gimbal Warm Hot Hot SIKM Gas Gas TVC Nozzle Gas TVC TVC TVC TVC

First-Stage

Z-15 (Lockheed) 2-17 2-18 Modulated On-Off Design Z-19 2-20 3-2 IA 3-4 3-5 IA IA Max q_ 3-6 Burnout 3-5 3-6

Z-Ig Z-13 Z-14 2-15 3-1 3-Z 3-3 3-4 3-5 3-6

(Vickers) (Thiokol)(ABL)

- Basic

System

Configurations Configuration

Preliminary Ground Mass AxialWind

Loads-Loads

Distribution--Configuration Force Coefficient--Configuration Gradient IA Gradient iA Condition Load

"Normal-Force Coefficient Condition- Configuration Normal-Force Condition-Shear Coefficient Configuration Max and q_

3-7

Diagram,

BendingMoment Max q_ Condition 3-10 3-11 Flight

Axial-

Diagram, 3-7 3-7 3-9

Loads--Burnout Structural

Condition Details

Aft-Skirt

vii

3-12 3-13 3-14 3-15 3-16

ForwardEI

Skirt Inter stage

Structural

Details

3-11 3-IZ

Distribution Motor TVC System Stage Configuration Weight Specific

Layout--Solid Payload

3-13 3-20

Sensitivity

to First-

Payload Sensitivity Impul s e Payload Weight Payload Sensitivity

to First-Stage

3-20 to First-Stage Propellant 3-21 3-21

3-17

3-18 3-19
9

Sensitivity

to Second-Stage to Second-Stage

Weight Specific

Payload Sensitivity Imp ul s e Payload Weight Sensitivity

3-22 to Second-Stage Propellant 3-22 Moments and their 3-24 Payload Payload Payload Payload Vehicle Nozzle 3-32 3-26 3-27 3-28 3-29 3-32

3-Z0

3-ZI

Sources of Disturbing Uncertainty Levels FirstStage Duty Duty Duty Duty

3-22 3-23 3- 24 3-25 3-26 3-27

Cycle--Ballos Cycle--Winged Cycle-Ballos

Fir st- Stage SecondStage

Second-Stage Yaw

Cycle--Winged Nozzle

Attitude--Gimbal

Yaw Thrust-Vector Vehicle Second-Stage BoundariesSecondStage Transient Attitude Angle Configuration

Deflection--Gimbal

3-28

Control System Stability - Configuration II ThrustVector Deflection Angle

3-34

3-29

3-36 Transient If-- Ballos Following Payload Separation: 3-36

3-30

3-31

ThrustVector Deflection Angle Transient Following Separation: Configuration IIA HEPayload

i0 3-37

3-32

Attitude Angle Configuration

Transient Following IIA-- HE- I0 Payload Cycle--Optimum

Separation: 3-37 Fins and 3-39 3-41

3-33

First-Stage Duty Winged Payload Fin Body Performance Bending

3-34 3-35 3-36

Modes Moment

for Configuration as a Function

IA of Control

3-42

Peak Bending Frequency Peak

3-44 as a Function of Control 3-44

3-37
7

Angle-of-Attack

Frequency

viii

_ u ii

T ,__i, q

_: /

3-38
,% ._ !

Peak Control

Thrust-Vector Frequency

Deflection

as

a Function

of 3-45

4-I

Effect Number

of Injector Nozzle Location on Side-Force Performance Angle and Side Force

and

Mach 4-3

4-2

Effect of Injector Per Quadrant on

Number of Valves Performance on Hot Gas

4-3

4-3

Effect of Injector Location Performance Parameter Z60-in.-diameter Performance 260-in. 156-in. Diameter Diameter Hot Hot Gas

4-4 TVC Gain 4- 5

4-4

4-5 4-6 4-7 4-8

Hot Hot Gas

Gas Gas TVC

Performance TVC Gain

Factors Performance Factors TVC

4-6 4-6 4-6

156-in.-Diam Effect of Nozzle Performance

Performance on Warm Gas

Location

4- 7 Warm Gas TVC Gain 4- 8 Warm Gas TVC Gain 4- 8 Warm Gas TVC Performance 4-9 Warm Gas Performance 4- 9 Servo-Actuator Assembly 4- 15

4-9

Z60-in. Diameter Performance 156-in.-Diameter Performance 260-in. Factors Diameter

4-10

4-11

4-1Z

156-in.-Diameter Factor s Schematic

4-13
t

of Hydraulic

4-14

Hydraulic Flow Requirements Gimbal Design--Z60-in.-diam Hydraulic Flow Gimbal Design-First-Stage Second-Stage Hydraulic Assembly Requirements 156-in. -diam Power Power

for Lockseal SRM First

Stage

4-21

4-15

for Lockseal Second Stage System System Sche_latic Schematic

4-ZZ 4-Z4 4-26

4-16 4-17 4-18

Hydraulic Hydraulic Servo-Actuator

Hot-Gas

Pintle 4- Z7

4-19

Hydraulic Flow Requirements Gas Design--Z60-in.-diam

for Thiokol Hot SIRM First Stage for Thiokol Hot Second Stage SRM

4-29

4-20
) ,

Hydraulic Flow Requirements Gas Design 156-in.-diam SRM Warm Gas Ducting

4-Z9

4-ZI

for the Z60-in.-diam

Fir st Stage 4-22 Warm Secong Lockseal Zockseal Gas Ducting Stage Control Control for the 156-in.-diam SRM

4- 3 1

4-32 System--Z60-in.-diam System--156-in.-diam SRM SRM 4-37 4-39

4-23 4-Z4

ix

4-25 4-26 4-27 5-1 5-2 5-3

I-lot Gas Warm Warm Roll S-IVB Saturn Module

Control Gas Gas

System--260-in.-diam System--260-in.-diam System--156-in.-diam Schematic System Propulsion

SP_M SP_M SI_M

4-40 4-42 4-43 5-3 5-5

Control Control System

Control

Auxiliary IB/SIVB

Propulsion Auxiliary

System 5-5

(Mockup) Control ss Control Launch II HES System System Vehicle Study Using Hot Gas TVC Bypass System Using Warm Gas TVC

5-4

Roll Bypa

5-7 5-8 7-2 Data 7-3 7-6

5-5 7-1 7-2 7-3

Roll Study Phase TVC

Comparisons Launch Vehicle

Comparisons

.%

.....

7"

TABLES

Z-i 2-Z Z-3 Z-4

Basic Motor Nozzle

SP_M Weight Mass

Parameters Breakdown Characteristics SRM (Ib) Zockseal Nozzle Weight (ib)

Z-8 Z-If 2- IZ

Z60-in.-diam Summary

Z- 14 3- IZ Comparison (ib) Weight 3- 19 Weight, 3- 23 3-17

3-1 3-2 3-3

Frame Vehicle

Dimensions Weight

Equipment Breakdown Nominal and Isp

and Instrumentation (ib) Stage Weight,

3-4

Propellant

Comparison Minimum Design 3-7 3-8 4-1 4-1A 4-2 4-3 4-4 4-5

of Control-System Second-Stage

Duty

Cycles TVC System

3-30

Acceptable Requirements Area

3- 35 3-40 (cps) Design Requirements 3-42 4-I 4-l 1 Gas and Valve Design Data Design Data 4- iZ 4- 19 4-2Z Design 4- 28

Duty-Cycle BodyGimbal TVC Warm Lockseal Maximum Thiokol Data Maximum Hot Warm Zockseal Critical System Gas Bending

Breakdown

Frequencies TVC Summary System

Nozzle Design Gas

and

Hot

Actuator Flow Hot Gas

Servo-Valve Required Servo-Actuator

Rates TVC

4-6 4-7 4-8 4-9 4-10

Flow TVC Gas TVC TVC

Rates System System System

Required Weight Weight Weight for Summary Summary Summary Lockseal TVC (ib) (ib) (ib)

4- 30 4-32 4-33 4-33

Measurements

4- 45 Measurements for Warm Gas TVC 4- 46

4-11

Critical System

xi

4-12 4-13 4-14 4-15 4-16 4-17 5-I 5-2 5-3 5-4 5-5 7-1 7-2 7-3 7-4

Critical

Measurements for Hot Gas TVC System

Electronic Comparison TVC System Reliability Comparisons Flex- Bearing Firing History Thiokol Hot-Gas Valve Test Summary Vickers Warm-Gas Static Test Summary Design Features of Roll Control Systems First-Stage Roll Control System Weight Breakdown Second-Stage Roll Control System Weight Breakdown Dependent Roll Control System Data Reliability Comparison of Roll Control Systems Variation in Cargo Weight--Z60-nmi Orbit Compared to Configuration V (LITVC) Launch Vehicle Weight Matrix--Hot Gas First Stage (ib) Launch Vehicle Weight Matrix--Warm Gas First Stage (Ib) Launch Vehicle Weight Matrix--Gimbal Nozzle First Stage (ib) Weight Above the Second Stage (lb) Reliability Comparison of Potential Launch Vehicle Configurations

4-47 4-48 4-55 4-56 4-57 4-58 5-4 5-6 5-7 5-9 5-10 7-7 7-9 7-10 7-11 7-1Z 7-13

< <k i

Section INTROD UC

1 TION

The

National

Aeronautics Company

and

Space

Administration contract

(NASA)

awarded to perform (TVC) The

the

]Douglas

Aircraft

a 6-month

(NAS1-7]09)

comparative designs effort

analyses

of 4 advanced

thrust-vector-control launch vehicle. 6 September design and

system technical The

as applied started

to a large,

solid-fueled and

Z8 February study was

1967

terminated TVC enable

1967. performance to judge

objective data

of this

to summarize which will

in a comparative TVC concept

format for

the NASA

the merits

of each efforts.

future

application

in research

and

development

The

four

TVC

systems

include

as their valve,

principal Vickers chamber vector nozzle

components warm-gas bleed zero

the valve, leak

Lockheed and gas valve. but gas designs of

Lockseal, A]legany Each only

Thiokol Ballistics

hot-gas

pintle

Laboratory deflect are Two

(ABL)

hot

of these [wo basic

systems principles

the thrust involved: ABE

in a different gimballing injection for and

manner, secondary valve

injec[]on were large

into the nozzle. during motors.

secondary period hot gas

hot-gas vector or

investigated solid rocket

the first 9 week One injects

thrust

control cyclic not

in a pulsating on-off concept because gas

mode,

full on or studied nnents which design nozzle, design valves concept design

off; the other

is fully modulated.

The

was TVC valve

in detail are uses can or met

(see Appendix efficiently plug either by

A. 5 for a discussion), a fully-modulating actuation

require-

propellant loads. The

a balance be used

to reduce as

general with

valve

a submerged with associated saving ease

valve,

usually

a submerged

an external because

valve

ducting. Appendix

The

submerged-valve mounting this TVC Detail but the

is best

of weight

(see

A. 5), and etc. makes

to provide generally and

accessibility, identical used

of maintenance, Thiokol and

to that of the differ study in the

hot-gas Thiokol operation

TVC hot

system. gas valves,

materials interest and

ABE

the primary requirements,

of this conditions

is to compare than provide

characteristics, description of

rather

a detailed

I-i

component this TVC

parts. technique, by large

The

Thiokol

hot-gas performance

TVC

system predictions flow

was

selected

to represent are

because scale

of this system data.

supported the general

valve data

(115 ib/sec in this report valve

rate) test

Therefore, hot-gas

comparative to the ABL

pertaining design TVC

to the concept.

Thiokol

valve

applies

modulated

The

Lockheed static

Lockseal seal

allows

omniaxial gases.

nozzle Two

deflection gas

while

providing are warmmodugas at

an

effective represented
/

of main-motor Thiokol and ABL

injection and the

systems Vickers

in the TVC uses The

hot-gas Thiokol

injection

gas lated

injection valve

methods. the solid

The rocket

hot-gas (SRM)

valve

and

the ABE

motor

combustion can gas be

chamber

5, 800F. any required

pintle

of these to provide A gas

hot-gas the flow generator,

valves of hot

extended

or retracted to meet with TVC the thrust

to

length

necessary to operate' for this

vector warm-gas Each

requirements. valve,

designed at Z, 000F expanded

Vickers

supplies TVC

injection concepts SRM each for

gas were

technique. control

of these

three

into workable This task and was ABL.

systems Douglas and

for a two- stage personnel to our visited

launch

vehicle.

initiated The

after

of these

companies was

cooperation

response

request

information

excellent.

To

obtain

compatible study

comparison using Study.

data, various Design vehicle and

basic

information

was

taken

from II

previous Head-End vehicle, ties, this this data

of vehicles (HES)

control criteria geometric steering system resulting

techniques--the such and as

Phase

Steering natural

the mission,

launch

environment, requirements, data supplied and vehicle

aerodynamic were

uncertainfrom used in

maneuvering study, study's on TVC with and

analysis

obtained were

by the

TVC

manufacturers in consistent general

design and

analytical systems

tasks, as well II HES be made

comparative comparisons to

as allowing Study. between have and have

be made general advances study the

results

of the Phase can

It should the two

be noted studies,

that only because in this two second to of the study) of

vehicle

comparisons rocket motor

in solid

technology

been

incorporated

resulting Phase

in changes II HES loadings in 260-nmi studied direct

in nozzle launch

location vehicles

design. different launch

In addition, first and vehicles

three

study

stage

propellant payload vehicles a more

as a result orbit.

of normalizing Fins

specific launch to allow

for aerodynamic (as applied in the TVC

stabilization Phase II HES

were

not added

comparison

of the candidate

techniques.

1-2

Two payload shapes were included to allow the effect of vehicle stability on control system response to be evaluated. The primary payload is the ballistic Ballos spacecraft with maneuvering engines and cargo module. The secondary payload, used only in stability and control analyses, is a modified HL- i0. The study was structured into three tasks: Task I, Initial Design and Analysis; Task II, System and Mission Refinements; and Task III, Comparative Analysis. Task I terminated with a review of the first 9 weeks of technical effort, presenting basic data relative to the candidate TVC and vehicle systems. During Task I design criteria was established, TVC system data were obtained from reports and consultation, data and analytical techniques were substantiated, initial concepts for TVC and launch vehicle system integration were made and the approach to completing the remainder of the stu_]v and obtaining meaningful comparisons was developed. This approach, inap]ei_nented in Task If, refined the vehicle structural and configuration design relative to the installation of each TVC concept. To obtain TVC requirements and design systems to meet them, vehicle geometry, stiffness, and weight data are calculated and input into the stability and control analyses. in addition to the resulting TVC requirements, this vehicle design effort provides comparative data relative to dimensions, stage weights, reliability, and payload weight. Task II includes the following vehicle-oriented studies: i. Z. 3. 4o 5. Development of a family of launch vehicle configurations the effects of each of the three TVC systems. Integration of the TVC and roll-control launch vehicle. that show

systems into the basic

Preparation of weight statements for the vehicle, stages, TVC systems, and ancillary subsystems. Development of vehicle-payload trade factors. Determination of stability and control comparison data and requirements used to design TVC and roll-control systems. sizing, and performance

TVC and roll control system design integration, data were developed by the following: I. Z.

Investigation of the gas injection TVC systems to determine significant parameters in selecting injector location. Placement of injector nozzle location and determining the number and size of valves.

1-3

3. 4. 5. 6.

Sizing the gas generator and ducting used in the warm gas TVC system. Determination of roll control propellant requirements and system placement. Design of actuators, power systems, and electronic subsystems required to operate the complete TVC system. Determination of SRM Isp losses resulting from TVC.

l_eliability analyses were performed for all TVC and launch vehicle systems. Figures of merit were calculated for the TVC systems, roll-control systems, stages, and vehicles. A final matrix of all possible combinations of these is presented in this report. During Task III, the technical data were put into comparative format. Comparisons are shown for the following: i. 2. 3. 4. 5. 6. Vehicle size, stability, and payload capability. TVC/vehicle system design integration. TVC requirements and control system response as a function of payload shape, fins, and control system. Actuator and electronic system designs. Reliability and weights for stage, vehicle, TVC, and roll-control systems. Launch operation consideration.

1-4

Section Z DESIGN AND CRITERIA DATA This section contains general information describing the mission, natural and induced environment, basic launch vehicle, and the four TVC system concepts.
were reports Douglas's by

These data provide

from the Phase Thiokol, for further Lockheed, request

the basic II HES

design

criteria and and the

for this

study

and from

obtained

Study

reports ABL,

unpublished their response

data, to

Vickers, information

and

during

course

of the study.

Z. 1 For with

BASELINE purposes the Large

MISSION of this study, Orbital the launch vehicle's mission was to rendezvous circular orbit with a AV

Research

Laboratory from

(LORL) a 105-nmi

at Z60-nmi parking

orbit, (Figure

employing Z-l).

a Hohmann Firstapogee and

transfer second-stage fps.

flight trajectory The propulsion

is ballistic system in the orbit, of the

at second-stage payload a AV Z69 must of Z7Z fps

of Z5, 360 a AV of Z01

Ballos orbit, of

provide fps for

fps for transfer

circularization to a Z60-nmi orbit.

105-nmi a AV

the Hohmann

and

for circularization

in the Z60-nmi

Z. i

BASIC

LAUNCH V from Z-Z). -diam payload An Each

VEHICLE the Phase

AND II HES

PAYLOAD Study SRM was launch stage uses used as the basic The launch first stage SRM. maneuvHE-10

Configuration vehicle uses The ering (Figure

It is a two-stage SRM, and the

vehicle. a 156-in.

a Z60-in. primary engine.

second

-diam and

is the Ballos

spacecraft

with

cargo

module

alternate

or secondary TVC

winged systems

payload was

is a modified

spacecraft. stages

of the candidate

incorporated

in both

of this vehicle.

<

2-i

Ix,)

INSERTIONINTO 105 NMI ORBIT AV=25,360 FPS

105NMI ORBIT--AV IZATION 201 FPS

FOR CIRCULAR-

TIME (SEC) RENDEZVOUS

0
r _
i

LORL

FLIGHT

%%,_

E EAST LAUNCH

260 NMI ORBIT --

AV FOR CIRCULARIZATION: 269 FPS

Figure 2-1

Mission Profile

WINGEDPAYLOAD

i
MISSION LORL - BALLOS

S1ATION 4."2620

STATIONi 2377

I
I ;'! I

ABORT TOWER

PAYLOADS MAXIMUM CARGO = 15,455 LB MAXIMUM NO. MEN = 12 MAXIMUM DIAMETER = 190IN.

A
!

'

2192

BALLOS PAYLOAD

SECONDSTAGE SRM Isp = 301.0 SEC c=40:1 WEIGHTS: PROPELLANT = 225,450 LB INERTS= 27,270 LB NOZZLE = 7,890 LB IGNITER: TOTAL= 410 LB PROPELLANT= 240 LB THRUSTvAcUUM = 546,086 LB

SECONDSTAGE 156olN.-DIAMSRM

,..=1

1471 SECONDSTAGE TVC SYSTEM LIQUID INJECTION TVC SYSTEM LIQUID INJECTANT 2,130 LB FIRST STAGETVC SYSTEM LIQUID INJECTION TVC SYSTEM LIQUID INJECTANT 10,250LB 3,410 LB

18,850 LB

FIRST STAGE SRM Isp = 276.9 SEC c = 10:1 WEIGHTS: PROPELLANT= 2,857,300 LB INERTS= 226,460 LB NOZZLE = 50,290LB IGNITER - ON PAD THRUSTMAX = 5,027,960 LB

FI RSTSTAGE 260-1N.-DIAMSRM

VEHICLE GROSS WEIGHTAT LI FTOFF = 3,493,300 LB LIFTOFF THRUSTTO WEIGHT = 1.44

Figure 2-2. Basic Launch Vehicle and Payloads (Extracted from Phase Ii HES Study)

2-3

'

,]

2.3 Firstaction istics

THRUST and time. of those

HISTORIES second-stage These used are thrust typical is presented values launch because vehicle in Figure SRM's have 2-3 as a function the of

having not been

characterin

in the basic

studied

detail.

Z. 4 Plots shown from

TRAffECTORY of pertinent in Figures the trajectory most

DATA trajectory Z-4, Z-5, parameters Z-6, and Z-7. used in the control analysis was are

This II HES

information Study and V.

obtained the

analysis data

of the

Phase

represents

final and

refined

applicable

to Configuration

2. 5 The

WIND 95%

PROFILE synthetic 2-8. wind envelope of the Eastern profile, Test which wind Range (ETR) is shown a wind at

in Figure buildup

Also

shown

is the wind

represents speed

for a typical

flight that has

a maximum

occurring

Figure2:-3. Thrust Profi les

2-4

_i _ _

'

i_ 120

_iI_ i
ioo
<

80
v

i,

60

_o

_i ii _ii
20

2o

h0 FLIGHT TIME,

60 t (SECONDS)

80

100

120

i_o

16o

Figure 2-4. First-Stage Trajectory Parameters

28o
t/::_<

240
i_i i !;;

2O0

tl <i:!
|: !! :_L: :?:::.!

ill

160

i!_i! 12C Ii ....

o ,-.t

80 --_N-_.i;

'

):i _ :
0 _ 0 20 '40 FLIGHT 60 TIME, t 80 (SECONDS) i00 120

16o

Figure 2-5. First-Stage Trajectory Parameters

? k

2-5

31.0

300

280

260

240

22O

200

g
180

170

Figure 2-6 Second-Stage Trajectory Parameters

!!i'!T

..,

....._T]T! T ....... ii::_i!i]-27"iffTTH_I

;:

.... ......

:+'{_ii

+'!"'

:H .... _::

160

180

200 FLIGHT TIME,

220 t (SECONDS)

240

260

280

300

Figure 2-7 Second- Stage Trajectory Parameters

2-6

l"-

&

0 cO O4

0 co

130 e--

0 0 0 C 0 0 0 0 0 0 0
i

0 0

(s,OI X J)

q _._(If]&I.T.qV

LL-

3Z, 500 99%

ft or

70

sec

of flight time. 15% as load suggested and

Superimposed in NASA

on this wind This envelope

profile wind

is a profile used

gust

reduced

TMX-533Z8. The

is used

in the vehicle analysis.

control

analyses.

is also

in the control

Z. 6 Table

MOTOR Z-I

DETAILS shows and as the Z-10 nozzle significant show parameters and in the breakdown from where reduced nozzle associated with each SRM. dimen-

Figures sions Table weights were for

Z-9 as well Z-Z

first-

second-stage aft dome

motor closers

and of each Motor

nozzle SRM. and

location weight

is a detailed based

of the motors. the Phase portions because submergence. II HES of the

propellant

are

on data

obtained weight are

Study. propellant portion

Corrections are is used

made TVC,

to the propellant and aft dome

weights

a large

removed

to accommodate

the deep

2. 7 The ratio stage ratio 148 face

BASIC

NOZZLE SRM

DESIGN nozzle and an is conical a throat optimum of 37Z area with a half angle of 13 , an sq in. The an expansion secondexpansion of The

first-stage (Ae/A SRM

t) of i0:1, nozzle has

(A t ) of 4, 506.3 an exit angle and

bell with sq in.,

of i0 ,

of 40:1, in.

a throat

area

a throat-to-exit is used core mass are for each

length nozzle.

Sandwich are with excluding

structure

of similar steel,

design and in. the The

sheets

0. 038- in. -thick a density the TVC

is 3-in.-thick properties in Table

aluminum of the basic Z-3.

honeycomb nozzle,

of 3. 1 Ib/cu system

hardware,

shown

Table BASIC SRM

Z- 1

PARAMETERS

260

in.

156

in.

Propellant Flame Chamber Motorcase

Weight

(ib) (oF) meop (psia)

Z, 857, 300 5, 8OO 764 18% Ni-Maraging Steel 0. 5Z3 276. 9

ZZ5, 450 5, 8OO 8OO 18% Ni-Maraging Steel 0. 330 3O i. 0

Temperature Pressure, Material

Wall

Thickness Impulse

(in.) (sec)

Specific

2-8

L
40 IN. 41.5 IN.I

36 IN.
p

/OT FOR GIMBAL NOZZLE 37 3/8-1N. RADIUS (INSIDE)

l
THROAT 484 1/2 IN.

3591/2 IN. WARM GAS INJECTORCENTER LINE 309 1/2 IN.

"HROAT

359 1/2 IN.

1
+l
1/2-1N. DIAM 77

I
I

FOR HOT GASSYSTEMS

I
I" 248 1/2-1N.DIAM--------, FOR WARMGASAND GIMBAL SYSTEMS

Figure 2-9

First-Stage 260-1n.-Diam SRM

98.5 IN.

PIVOT 16 IN. 731N. _%

221 IN. 148IN, j

,-

i _k 2I 3/4'1N. DIAM

15211N' l ....... --WARMGAS INJECTOR

..

---II II 1373/4"1N. DIAM"--HI I _.---146 3/4-1N. DIAM I

CENTER LINE FOR HOT GASSYSTEMS

FOR WARMGASAND GIMBAL SYSTEMS

Figure 2-10 Second-Stage 156-1n.-Diam SRM

Ii_ii( ii _ __ __i!_ ii!i_iiiii i _ii

r

Table MOTOR WEIGHT

2-2 BREAKDOWN (LB)

156 -in. - diana Gimbal and Warm Gas

Z60-in. -diam Gimbal and Warm Gas

156-in. Hot

-diam Gas

260-in. Hot

-diana Gas

Forward Sidewall Insulation Aft Dome Submergence

and

Aft

Dome

5, 280 18, 410 3, 580

43,89O 152,860 Z9,710

5,280 18,410 3,580

43,890 152,860 29,710

Modification

for Nozzle -514 -3, 948

Total Propellant Propellant

Case

Weight

27,270 225,450

ZZ6,460 2,857,300

26,756 222,315 3,135

222,

512

,832,080 25,220

Allocated

for

TVC

Table 2- 3 NOZZLE MASS CHARACTERISTICS CG Inches Forward of Exit

Nozzle Type 156-in. -diam Gimbal Z60-in.-diam Gimbal 156- in. - diam 260-in.-diam Warm Gas and Warm Gas and Hot Gas Hot Gas

Weight (Ib)

Pitch MOI ib- in. Z

4, 988 30, 188 5, 488 40, 188

79 185 81 198

14. 5 x 106 465.0 x 106 15.9 x 106 632.0 x 106

The increase in weight for the hot gas nozzle reflects the added structure needed to resist the external pressure acting on the submerged portion of the nozzle. The pressure distribution is assumed to be linear from zero at the throat to 731. 6 psi at the nozzle-aft dome attach point which is 165. 5 in. downstream of the throat for the 260-in.-diam SIKM. The pressure distribution 794 psi for the 156-in.-diam SRM nozzle is zero at the throat pressures and linear to in core at 63 in. downstream changes tc, for both of the throat. nozzles. to 5 in. in. These For the These resulted the

structural thickness, thicknesses, original stage

first-stage station are

nozzle,

is increased

at nozzle dimensions

165. 5 in. with straight tapered The

face to the

if, of 0.465

design

of tc -- 3 in. and is changed original

tf = 0. 038

in. at the throat. in. at nozzle

second63 with

nozzle taper

structure to the

to tf = 0. 150

station

straight

design

at the throat.

Nozzle bosses

weight

increases injector nozzle closely TVC mass

for warm nozzles. and 240

gas

TVC

applications weight increase

are

the

result

of

that house SIKM are to the

This

is 607 SIKM

ib for the nozzle. they

260-in.-diam These are These which than nozzle and weights charged nozzle matches the nozzle used

Ib for the with not

156-in.-diam TVC as system, a nozzle a safety

associated and

the

therefore weight factor

system

shown

increase. of 1.4, less The TVC

design

characteristics factor of safety of 2.7 Study The use used was

reflect and

the vehicle factor

which

is considerably II HES liquid Study.

of safety II HES

in the designed

Phase for

in the factor

Phase

injection

this high

of safety.

of this heavy

nozzle

would

effectively

2-12

nullify

any

weight TVC not

change

and

comparison the basic weight

because nozzle

of the design

installation described effect

of the above--

candidate which does

systems. have the

Using TVC from

system nozzle

included--the can be

of structural

reinforcement
,i

resulting

submergence

shown.

The have
%1

warm

gas

nozzle and 5 in.

and

gimbal-nozzle nozzle dome pole.

as

shown

in Figures

2-9

and SRM

2-10 endin dome is

the firstclosure

second-stage above the

throat The nozzle the

submerged hot gas

in the system buried

dome Figures closure buried

ii

shown in the nozzle

Z- 9 and 180 74 in. in.

2- i0 has above the the

the first- stage dome pole, and

throat

second-stage

throat

above

dome

pole.

Nozzle HES

submergence Study but was system of the

deviates selected designs following TVC

from for use include reasons:

the nozzle/SRM in this some study extent

design because of nozzle

used nearly

in Phase all modern

II

TVC/nozzle one or i. 2. 3. 4. 5. more

submergence

for

Desired Required Provides Reduces Yields

for for

system

optimization. of TVC system.

feasible

incorporation vehicle. weight. vehicle

shorter skirt lighter or

overall interstage

weight

overall

system.

The first and

use two the

of submerged reasons, Eockseal the

nozzles second

for this being

study

resulted

primarily for

from the hot

the gas

particularly

important

designs.

The tion an

hot

gas

submergence which large the

depth

is primarily

determined length. nozzle To must system, for the using

by

the desired the

injecneed for

location,

is at 50070 of the nozzle plenum chamber, On the the

eliminate be

excessively

submerged however, only

approximately shallow However,

same

depth. is necessary

Lockseal

submergence deep

to provide when

seal this

installation. design, but weight

submergence

is possible

2-13

of the

Eockseal shown

system

increases 2-4,

with provide

deep

submergence. comparison SRM shown

Data

supplied

by

Lockheed, submerged

in Table concepts

a weight

of two in Figure Z-ll.

nozzle

for the

Z60-in.-diam

Shallow point

submergence location, forward

is used of the

to avoid throat,

penalizing was also

the based

concept. on Lockheed

The

pivot data.

The

warm

gas

system and

also

benefits

from

nozzle

submergence therefore, submergence,

because vehicle used for the The

a weight

shorter

interstage This design.

skirt length adapts nozzle

is developed;

is reduced. Lockseal stage be

system Deep

to the nozzle submergence for stage, the

in the first can

is not gas

feasible

because

of space deeper

requirements in the second

generator. not

nozzle to

submerged

but it was

incorporated

minimize

the number

of vehicle

configurations.

2.8 Four

TVC

SYSTEM TVC

CONCEPTS system use concepts SRM's. vector. are studied Each The to obtain comparative control allows data the the

advanced

pertaining vehicle by

to their deflecting

in large thrust

of these Lockheed

systems Lockseal

the

Table Z60-IN.-DIAM WEIGHT SRM

2- 4 LOCKSEAL (LB) NOZZLE

SUMMARY

Deep

Submergence Movable Fixed Adapter 32, 043 5, 459 38, 85O 76,35Z_

Shallow Aft
-/

Submergence Flange Insulation Total and Sleeve (+) (-) (net) 2, 770 4Z, 36, 985 137

Adapter,

i _

:,

':-'These values
:[

are

for

comparison

only;

they

are

not

used

in the

study.

2-14

PIVOTPOINT THROAT

DOME POLE I 180.0 N. I I _1

ji-!t
: I I L-,

.----

'
1 I

75.75-1N. I DIAM i I

/ 1B6.0-1N. DIAM

X'-- LOCKS EAL__"_

/

41.5,N. :
I42.5 IN, 22.5IN.

"_"I-J"_"7_

359.5IN DEEPSUBMERGENCE

PIVOT POINT DOME POLE _ THROAT --- -'-" 5.01N. _ CG OF NOZZLE I

'

<

239.5-1N. DIAM

116,17 IN. 41.5 IN. 125.(1IN, (TO DOME TANGENT PLANE 359.5IN. SHALLOW SUBMERGENCE

Figure 2-11 Nozzle Assembly: FirstStage 260-in-Diam SRM

2.11:

nozzle warm

to gimbal gas system

and

provides gases,

a static

seal

of chamber by and a separate ABE design includes data of the from basic hot can

gas. gas gas

The

Vickers

injects

provided Thiokol

generator, systems inject

continuously main motor

into the gases

nozzle.

The nozzle. the ABL

into the while To

Thiokol's design

operate that

at any operates base, each shown

valve-pintle i_ ii _ii full-on system in Figure disturbing CG offset or was

position full-off.

a valve

obtain with

comparative stages attitude by This of the 3.

a common launch caused

integrated and sized

the two

vehicle by

2-Z

to provide

corrections

transient such as and and

moments and thrust

during

flight and

steady-state section TVC

perturbation

misalignment. for each

presents systems.

a description Integration

the method sizing are

of operation discussed

four

in Section

2.8. The metal End

Lockheed

Lockseal element

TVC

System of many elastomer and alternate vulcanized the nozzle. by shearing laminates to form Thrust of the and of concentric an vector elastomer integral unit.

Lockseal spherical rings

consists and

segments to the

attach angular

motorcase

deflection lami-

or nozzle nates.

movement laminates

is allowed act as

The

metal

reinforcements limit axial

provide

structural

stability,

high

buckling

strength,

and

deflection.

The

basic

seal

assembly by or boot

is protected a fixed

from

direct made

exposure

to the motor plastic and a The boot it basic

thermal flexible

environment insulator

insulator from

of bonded

constructed

elastomeric pressure from

material. compressing The

is pressure-balanced against assembly the seal and

to prevent causing are an

chamber increase

in actuation Z-12.

torque.

and

insulators

shown

in Figure

The

primary

Lockseal on the

load the

is the axial entrance

ejection

load

caused This load

by

the

motor in

chamber compression
/

pressure by

nozzle

section. When

is carried TVC these

Lockseal

elements. pads takes bulk the

rotated in shear.

to effect Under

requiretwo

ments, combined

the

Lockseal

elastomeric the Lockseal effective than low

deflect

loadings,

advantage

of the properties modulus The and can Lockseal permit

of the is approxican large

elastomeric, mately sustain angular i, 000 high

that is, the times axial greater loads with

or compression modulus.

shear

with low

axial

deflections

deflections

applied

actuator

forces.

2-16

PIVOT POINT

ii 'iiI /i

i _i

ACTUATOR /

LOCKSEAL

Figure 2-12. Gimbal Nozzle TVC (Lockheed)

2. 8. 2 A Vickers Warm of this Z-13. The grain pneumatic between This the Gas TVC System injection for system each axis for one-axis includes TVC is shown with high-

schematic

secondary TVC and

in Figure

system igniter

a gas open

generator center, gas and from

solid-propellant temperature manifolding brackets. generator The gas

system;

a proportional, injection and The

control gas

valve;

secondary and valve;

nozzles;

generator flowing into the the source

mounting total gas

frame flow

is a continuous injected provides orifice back

system. nozzle

the

is always generator A load

motor

downstream (2, 000F) outlet gas

of the throat. to power flange to this

of warm gas

gas

system. maintain
i

is installed pressure

in the

generator and

a constant Vickers is ported

to the propellant, design with

flows

continuously area. zero

into the Gas flow

valve

which by

is a spool the when spool the To

a constant

metering thus

equally deflection

in the null position, is injected

providing through

i_ i:

net

thrust-vector

flow produce flow and

into the nozzle spool

diametrically shifted and left or

opposite right, flow

orifices. thereby

jet deflection, into the duct

position

is

reducing the duct

leading

to one opposite.

orifice, The

increasing

through

orifice

diametrically

2-17

GAS SPOOL\
\ METERING,. OR _-

_':i::./
ORIFICE --METERED SITVC

'_-i-i;;; z/LOAD \ _:-:';;J '_,-,-,-,--,_-':':_

FIXED
k_::i_ IL____ ...... / / L'_UZ_Z_Lr-, / VARIABLE '* SERVO-ORIFICE __ TORQUE-MOTOR YOKE \ -_ SERVO ORIFICE "PRESSURE FEEDBACK

PNEUMATIC CONTROL WARM GAS INJECTOR

TWO-STAGE PNEUMATIC SERVO-VALVE SCHEMATIC

Figure2-13. Warm Gas TVC (Vickers)

valve which or actuation force is provided 3% by a tapoff flow from may the be gas generator overboard comes

is approximately

of total flow. region

This

flow

dumped control

vented

to a low-pressure operated

downstream.

Actuation

from

a torque-motor

pilot yoke.

Manifold The wall

pipes

and

injection

nozzles

are

made nozzles by

of heat-resisting is submerged the rocket motor

steel within

alloys. the gases.

supersonic of the motor

exit cone nozzle

of the

injection

to prevent

erosion

exhaust

g. 8. 3 These

Thiokol hot-gas

and or

ABL

Hot

Gas

TVC

Systems injection TVC systems chamber of the gases use and highinjected The the

chamber-bleed gases

secondary that are nozzle bled

temperature through

combustion orifices

off the main downstream

metered

into the

flow,

throat. across

high-temperature metering pintle

(5, 800F), and out through

highly the

erosive injection

combustion orifices.

flow

2-18

T ,i

The
c_ ,

Thiokol

hot gas valve

(Figure

2-14) has a thoriated provides non-eroding

tungsten

shell The cavity

encasing

the metering

pintle which through

surfaces.

pintle is pressure

balanced

the use of a pressure-balanced Pintle position

and bleed holes through controlled by a servo

the face of the pintle. (recommended actuator

is hydraulically

valve

as an integral part of the pintle mounted outside of the motorcase). The higher from The the Thiokol bleed seal

valve with the hydraulic Flow rate is varied

servo

as a function of deflection-angle angle, the further

demands.

the required

deflection

the pintle is moved

injection orifice, thereby

i i

increasing

the injectant flow rate.

pintle design
i _, _ ,_

has been

tested in configurations The latter uses

that use both constant a tungsten-to-tungsten

and complete which has been

shutoff concepts. demonstrated

at 6, 000F.

The

ABL

hot gas valve gases

concept

shown

in Figure from

2-15 meters to maximum; by varying

the flow of therefore, the pulse

chamber

into the nozzle for vehicle

in pulses control

zero

thrust deflections duration

are produced

and cyclic frequency. (Buna-S)

It employs nose

a graphite

seal for the injection Pintle actuation

orifice and a rubber

on the mating

pintle.

/I
ASBESTOS

NI
SILICA_

JBBER

STEEL WASPALLOY_

PT GRAPHITE

HYDRAULIC ACTUATOR HOTGASVALVE

Figure 2-14. Hot Gas TVC (Thiokol) - Modulated

2-19

/.

"i

:iiiiii!::: il :::i!iiii
BUNA "S" :':" :

PORT/

Figure 2-15. Hot Gas TVC (ABL) - Basic On-Off Design

loads

are

reduced are bled

through past The

the

use

of a semibalanced to a plug actuation from cavity on

pintle

or

plug.

Combusachieving

tion gases the

the pintle hydraulic

the backside, is integral

balancing on the phenolic some

effect. plug

cylinder the extreme

with

the by a

valve thick

centerline, The

protected valve and occur.

temperature seating and

annulus. deformation cycle

is designed of the ducts inner duct

for positive rubber portion

shutoff; as a

however, function tion can

char The

of the pintle

of duty be

does

required liner, design

in this mode a graphite has been

of operaand a

constructed

using

a tungsten The The

core, developed

tantulum tested system large their

external at temperature was

surface

coating.

and

of 5, 800F. because is not

complete

evaluation as

of this

TVC for it was

not made vehicles

its use established,

and

feasibility and

a control with

system ABE

launch

in consultation valve

recommendation capability

to modify (see

this basic

on-off

design

to provide for the

modulation control tungsten on-off

Appendix

A. 5) when

using A

this technique silver-infiltrated plug erosion A. 5.

of large plug valve and

solid-propellant seat are

launch

vehicles.

recommended A schematic

to eliminate is shown

when

the

is modified.

in Appendix

2-20

Section LAUNCH VEHICLE SYSTEM

3 COMPARISONS

Six launch design and

vehicle

configurations data the

were

established the TVC

to obtain stability

the necessary and control that exist shapes.

aerodynamic and to show use

to perform

analyses, because These launch

structural/configurational candidate in Figure I and only hot IA TVC systems 3-I, use are only

differences and two payload

of the

of each shown

configurations, vehicle.

derivatives warm TVC A gas

of the basic TVC systems, and Configu-

Configurations II and IIA use

Configurations rations III and

gimbal TVC

nozzle systems.

systems, pictorial shown

IlIA use first and

only

gas stage

representation because payload The The 2-9 of is the basic

of all possible the close

second

combinations vehicles. wing payload are shown

is not The is an

similarity payload,

of the and the the two SRM

second-stage HLi0 type

Ba!los

primary launch firstand

alternate. 2-2.

vehicle and

and

payload and

shapes nozzle

in Figure are shown

second-stage

installations

in Figures

Z- 10.

Since only

the

SRM's

used

in both

stages exist

are are

fixed

by

the

basic

launch

vehicle, and skirt

the

structural

differences with are

that this

changes in geometry 3-i. The

in interstage is a weight variations and

geometry. Geometry design did not sentative and

Associated variations analysis an

change in Figure

change. require of the a study

shown

Weight objectives

of each analysis

component. of each for by

scope

warrant vehicle

vehicle analysis,

configuration; and the weight areas.

therefore, changes

a reprefor other

was

selected obtained

configurations

were

a ratio

of surface

3. 1 The

STRUCTURAL interstage and

]DESIGN skirts shapes, Skirt. skirt are

CRITERIA designed using the following criteria to

establish i.

lengths, First-Stage A. The

and

separation

planes:

extends

to the

nozzle

exit plane

to facilitate

launch

pad

support

and

handling.

3-1

[X.)

, m2590
I

/BALLOS _/PAYLOAD '_2162 _-2317 -- 2170 _' J _.....-HLi-0TYPE 2001 --SEP _ 1842 __1857 SEP 1780

('[YP)-'

i
_F.J.

i
1980 SEP 1850 --SEP 1780

i-2346
_--1918 1749 / "-t _ _ _._/tl t I 1605

('IYP)_ DIA

--F.J.
-1631.( _ 1476.5 SEP _--1345.5

1728

_tlil_i_
INTERSTAG Et _--SEP

1494..5 _.
1623.5 I I

r_
F.J.

SEP

1598 1528 SEP F.J.

-- 1379.5 L._ 1302 SEP --1170.5

FWD SKIRT'-r 260 |

45.5

-- 444.5 I IIIIll!il ..AFT I

-- 269.5

_r
1

sKIRT [_
-- STA0-WARM GAS SYSTEM IA

J!#, GIMBALNOZZLESYSTEM

--STA 0

lil

mSTA 0--

_,

HOTGASSYSTEM

IliA

Figure 3-1. SRMTVC SystemConfigurations

i!i
!

2317

A
! L< H

1972 SEP 1842 SEP 1772 F.J. 1623.5 1494.5 SEP

CONDITION MAX q oz ALTITUDE(FT) t (SEC) q (PSF) M oz(gEG) Fs(LB) T (LB) WEIGHT (LB) I (IN.-LB SEC 2) CG(IN,) 'ffz (G) "_x (G) (RAD/SEC 2 45,000 8O 975 2.0 8 151,000 4,950,000 2,181,946 10.568x108 992.9 0.150 -2.122 BURNOUT 154,000 152.2 155 9.2 1 44' 4,320 5,030,000 704,616 6.343x108 1188.4 0.0127 -7.086 0.003 "-260-1N. DIAM --" --1345.5

NOTE: FORGROUND WIND CONDITION, STATION O IS408 _N.ABOVE THE GROUND ONTHE LAUNCH PAD.

444.5

/
-STA0

Figure 3-2. Preliminary Loads - Configuration IA

3-4

/i

B. C.

Nongimballed Gimballed provide

nozzle nozzle

configurations use

use

cylindrical

skirts. skirts that

configurations nozzle

truncated in the

conical gimballed

'i!_ ; : d

satisfactory separation. Inter stage.

clearance

position.

D. Z.

No

skirt Stage

Second A.

The interstage/skirt with end diameters diam SI_M' s. forward into the dome nozzle

and stage that match

forward skirt are cone frustrums the Z60-in.-diam and 156-in.-

B.

The 8 in.

closure opening closure

of the

Z60-in.-diam

SRM

protrudes

of non-gimballed of the Z60-in.-diam opening

nozzles. SRM of the is not gimballed

C.

The

forward-dome

permitted to protrude into the nozzle nozzle when in the neutral position. D. The separation plane is established approximate S-IVB criteria: (i) (2) 15 clearance angle from the

using

the

following

vertical. point (maximum gimbal

Angle apex at the outermost position for the gimballed Maximum gimbal gimbal pattern. angle

nozzle nozzle).

(3)

of 6 in the

corner

of a

square

3. i. 1

Loads and skirt IA. loads structural This weights are was developed selected shown the high from because designs it should 3-i. inertia for produce

Interstage Configuration the highest distribution moment, structural conservative.

configuration

of all the

configurations to reduce produces a ratio

in Figure relieving airloads. areas

Its mass bending the

is such and

that it tends payload from

its winged

Therefore, should be

weights

obtained

of surface

To and and

determine axial loads

critical were

design made

loads, for three 3-Z

calculations conditions: shows

of vehicle ground

shears, maximum and

morner/is q_,

wind,

first-stage significant

burnout. parameters

Figure used

vehicle

geometry in this

a summation

of the

and

developed

analysis.

3. i. i. 1 Ground fully

Ground loads and

Wind are

Condition shown on Figure 3-3. P.TR The surface vehicle wind. is free These standing, loads are

wind loaded,

subjected

to a 99. 9%

18.0

"+'_i
16.0 i _ ,. i_.0

......
',:i!::!i iiii?i_ _

"

'<
1o.o

Ii;ii
.i_i! !iiii :"_:: i!

........i'! i!ii.......... i !_ii

!!iii:: f

_::i ri

:i::!:l:::i!:!

;_tj,:_ !i_ilh:: ! iiii[i_ :.i]i

t+_ _
6.0 .:; ii15 iiii

......

....... [;;

F?=.:]!! ' _!!!!i!i;!;:!_!? i!i;;+

i=:: lib

:;il

_!]]::

2.0 i;
0 iiil

,,,+ ...........
_ii:

N_ I! ;;;:+; i:;_i!i 2!21',_2:22_2 _+,:

liii ilii!! _i!+_!;

)2;:_ii! I
800 V_ICLE

ji:iiji'i:i
1600 (IN.) 2000 2_00

b+O0

1200 STATION

Figure 3-4. Figure 3-3.

calculated (Von Karrnon

Mass DistributionConfiguration IA

Ground Wind Loads

on the basis of steady-state winds and

the

effect

of vortex

shielding

Effect).

3. i. I. Z Loads for

Flight the on with 3-4.

Loads two the flight basis

Conditions conditions of two "dry by are the mass (maximum distribution The is lines. in Figures on mass shown Axial 3-5, Figure for an q_ and and first vehicle stage burnout) were

calculated consistent Figure weight forces the base

aerodynamics are shown and on propellant and Two and normal values power for off. for the

these Vehicle

events. weight" dashed shown are

distributions by the force 3-6, 3-5, both solid

line,

is represented coefficients drag

coefficients and power flight prior on 3-7. on

coefficient were was these

shown in the

Power-on burnout Vehicle and

values condition loads for

used

analyses to occur

conditions, to thrust

considered two flight

instant are shown

tail-off. 3-8, 3-9,

conditions

Figures

3- 10.

S!!!! -t;_ :_!:-+:I "<I"

.1

_S
! ! t--

_i!+;H
,+ .+,, _ l!-t t. ::I:;: l;:;:i. +. ++.l+.

c6 _
i (D

! 'l't_V LI-

+,: ] I;IiN;Itl ii+iifiiiiii_i_

o o. o . o o o . o . o . o o .

(__OIoX

SE])

"_'_8

<
_ e--

@o
::i ..... i:i_ o

"ii!_ ii;iiiii -i:-_:_ !i_}!

: :: :: v:! .... !2 ::: J t .. :_::: ,::I ....... :}::: {_

;+i! o

q!i ii!i!i
im :;m:

+,
: t: 1,,_ ::+l i I:::

l, :++:: +,++,.................
::r ,:?H H .L2 : d:=: o_ O O

ii:lt .... ......R'-: ,i_!!_!

:J::l ::=::

{ill

, _

:t::_

:::i::]

O
_

:.=
.1 e-'-

+=,.... + . ........ ::: i { _ :ii{: -..... :: _ ........... :==_ ::_t::

": : ;::: t:: 11 liii

i: +_i;il o
X;: 2N:I

7
: p:=lii : .... _ ....... o

E ....... :'+:'
:

=
_

_ ::
_+!

N:+k --

:h_ ;_,_ t!_i: i:}

................

i::I+: :.tii! ......

O r 1:: =:i;:

....

H=_ : i ]:_' i o

:::tu:;

r<
i o o o o o o

i:: _I_ !; it;!il o

In-

tD

Figure 3-9.

3.0 2.0

"

_.o
0

_
o_

-3..0 -2.0 -3.0 -L_.O -5.0

Figure 3-10.

Flight Loads - Burnout Condition

3-;

3. 2

STRUCTURAL design

DESIGN and detailed sizing were accomplished to obtain accurate interfor use

Structural weights

for the first-stage IA.

forward

and aft skirt and the second-stage an EI distribution is calculated

stage of Configuration in the body-bending

In addition,

analysis.

Semimonocoque

construction

and 7075-T6

aluminum

are used

in all designs.

3. Z. 1 L I
U_

Aft

Skirt-Z60-in.-diam is a cylindrical in. as shown

SlIM section in Figure and having 3-ii. a diameter The frames. wind and of Z60-in. and a

The

aft skirt of 444.5

length

semimonocoque The critical An

construccompresaverage

>i <
,<L

tion sion

includes loading

external intensity Ib/in. was

stringers (N c) occurs used

internal

at the the

ground stringers

condition. frames.

N c : 6, 815

to size

The
{

skin gage

selected

is 0.050

in.

The

skin thickness back

increases to 0.050

to 0. Z00 in. in. over a

locally at the eight aft-pad length of 90 in. and a width distributes the launch-stand

points and step-tapers of 65 in. loads This

local increase

of skin gage

evenly

into the aft inter stage .

Eighty around 69, 500

stringers the lb.

are

used

for the The shape

aft skirt resultant

and

are

equally

spaced per

at

10. Z0 in. is 3-II.

circumference. The stringer 80

compressive for this load of i. 055 aft end sq in.

load

stringer in Figure

designed have

is shown sq hard over in.

Seventy-two which have

of the an are area

stringers sq in. to an

an area at the of 1.055

Eight

stringers These length 8

of 10 back evenly

locally area

points. a 90-in.

stringers where

tapered are

the loads

distributed.

The

frames

were

designed was

to prevent on

general

instability. of the following

The

required and the

inertia frame

(I) value design

calculated in Figure

the basis 3-ii.

equation,

is shown

(Cf)(Nc)(D4)(w) IIIEQUIIIED = 4 EL 4.93 IN 4

where L (optimum) :

(62. 5 x i0-6)(6815)(Z60)4(_)

(4)(I0.5 x l06)( 29. 5)

0. IISD

0. 115 (260)

Z9. 9 in.

3-8

i:

5.80 IN.

260-1N.DIAM
_L

I F 0.032 IN. ,

I = 4.93 IN4 VIEWA FRAME DETAIL

444.5 IN. B 8 HARD POINT STRINGERSTO MATCH LAUNCH STAND ATTACH F0.106 POINTS_....._ IN.

65

1
5.00 IN.

--f
I.--I

",-1.50IN.'--"
I.--I

0.070 IN. -- 0.250 I N.

X.__SKIN (8 PLCS) 0.200 IN. (AFT) TO 0.050 IN. FWD STRINGER __(80 REQUIRED)

iL

.-i

,1
L-o.25o IN.

3.00 IN.

Figure 3-11. Aft-Skirt Structural Details

SECTION B-B A= 1.06 SQ IN. (FWD)TO 10.0 SQIN. (AFT)

, 'A

The

frame

spaced

is 29. 5 in. with

the

Z end

bays

having

a spacing

of 15.75

in.

3. Z. Z The

First-Stage

Forward forward The and

Skirt and

and the an

Second-Stage secondstage

Interstage interstage in. and are truncated

first- stage sections. of 149

skirt skirt

conical length

has

aft diameter has a forward

of 260

a vertical in. and

in.,

the interstage in. frames. burnout and These The was

diameter constructed

of 156 with

a vertical stringers occurs

length and

of iZ9

components critical used

are

external

internal

compression to size the

loading stringers

condition and frames.

at first-stage

The

skin thickness Z60-in.-diam.

varies

between

0.025

in. at the

156-in.-diana

and

0.050

in.

at the

The

skirt the

and

interstage

have

80 external conical end

stringers sections. to i0.20

that are The

equally

spaced

around varies

circumference 6. 13 in. load sized per by

of the at the

stringer

spacing The

from

forward

in. at the and

aft end. 44, 400

compressive The stringer

stringer these

is 41, 700 is shown

Ib (forward) in Figure

Ib (aft).

loads

3- iZ.

To

prevent

general

instability, Design loads

frames and Frame

were

designed

by are

the method summarized section

shown in is shown

for the aft skirt. Table 3-i for three 3-12.

frame

dimensions and

stations.

spacings

a cross

in Figure

3. Z. 3 Vehicle with winged

Vehicle

Stiffness or

(EI Distribution) is calculated This for the three also configurations applies to the

stiffness Ballos payload

EI distribution (Figure

the

payload

3- 13). except

distribution region of the

configurations

in the

payload.

3.3

INTEGRATION 3-14 and and (Douglas the

OF

TVC

DESIGNS No. IB67823) shows the preliminary of each TVC structural system on the

Figure design first

Drawing

integration stages

of the

major

subsystems vehicle.

second

of the launch

Sheet on both made

1 of Figure first and shape

3- 14 shows second of cone stage.

a launch The

vehicle eight with

using

a warm gas domes

gas

TVC

system tanks to fit are

first-stage Cassinian

generator in order

in the

frustrums

3-10

i . /

.i

5.00 IN. (AFT) 3.00 IN. (FWD) TO

q
1.125 IN. I P'--0.032 F 1.88 IN. ' ' 4, IN.

'*_-156-1N. I

DIAM_--'-

TO 0.050 IN. (AFT) IN. (4 PLCS) 14"5SKIN, 0.025 IN. (FWD)

jl_lj

....__----

0.050 IN. (FWD)TO 0.090 IN. (AFT)

INTER129.0 IN. 1 l , STAGE ,,-4 t 20"0 IN' 5 PLCS) __ _t 278.0 IN. //// IIII FORWARD SKIRT , _ _A 1 T 1.00 IN. SEP. PLANE

VIEWA

FRAME DETAIL

1=0.92 IN4 (FWD) TO 3.8! IN4 (AFT) '*- 1.50 IN.-'0.106 IN.

IIII
149"01N" __ /

r,,

2.50 IN.

L/_ 24"---_0 (5 PLCS) 'NL

o o,,,,-.ll- _1 j _
L

--.-I ------q
0.068 IN (FWD) TO 0.095 IN. (AFT) L 0.250 IN.

_C

A'

36'

._
II

(80 REQUIRED) 260-1N. _'^"

SECTION B-B STRINGERDETAIL A = 0.629 SQ. IN (FWD)TO 0.675 SQIN (AFT)

"

6.13 IN. (FWD) TO 10.20 IN. (AFT)

Figure 3-12. Forward-Skirt Interstage Structural Details

Table FRAME
i

3- 1

DIMENSIONS

:<i:

17
%1

Station (in.)

N c (Ib/in.)

IREQUIRED (in. 4)

Frame Height (in.)

Cap Thickne (in.)

ss

i, 345. 5 i, 494. 5

4, Z75 5, 360 6, 680

3.81 Z. 07 0. 9Z

5.0 4. 0 3.0

0. 090 0. 070 0. 050

i, 623. 5

inside bottom

the

cylindrical tanks.

aft skirt volume. The four second-stage

The

gas gas

valves generator

are

attached tanks shape. are

to the made is does in

of the

the more possible not

conventional because the the

cylinder-hemispherical smaller tank size of the attached and the

dome flared

tanks

This volume

interstage As

require

"sardine and

packing" are

first stage. to the bottom

in the first of the tanks

stage, and

the gas control

valves

actuators opposed

diametrically

injector

nozzles.

ioo

6o

:jj

Figure 3-13.

El Distribution

3-12

/9O

OlA

J
J

J
i i

BA L L o,5" PA Y'L OA D

,_T4Z/_2,ooo

JTA /3 93.ooo

,5"T,/849. ooo

,s'r,'? / 77z..ooo

\ \

\
\

\ \

\ \

/ /

/
/ / /

i i

I
L
i 3TA. 15 75, 5 r_OZZLe T_R_AT)

57",_/'19"4.

5"

....

.:

....

<

,.

': .;:

.::

:::::

__-_ _ ,-_,_.,,_,_ _!_i_,i _

I_. r._ _ _L L_ _ r _

H r i


@ @

,/"/

/_

;i

/: /

/
I l ,!

i
I

/
\ "XN

/ / / !

I
i / / I I ....... ../ ..... J

\./

/ ,,/ '\

57-/Z0

Figure 3-14.

Layout - S

/',,.

\ \ \\

--.

JJ

"

.I,'_

! ! / /

f
\

7
o .SO I_O

_CALE-_I

_ 2o

WT CHK

AIRCP.AFT OlIPAi_,

_J_*. Ao"nvLT',' J_",,o,.'_- 18355

4otor TVC System Configurations

(Page 1 of 3)

3-13

.L._I/! i_I_'. rL.L

r

_f,_/.9/8. ooo
,-._7A 2 D 73. $o0

_f,4

3-14

i_

i._ _

i,_ ,, ,_ ?

:-i,

_,

,:

'

,_'_ i,I .

6"_d '//,.'l E

ooo'8_.-_/ L/l_"

oo0_o_/

y.x_ "

oo

+ "

<

<i

. "

'

.5-#VB/.CAT

/8

APS

/,,,17"_=RS

TA _.E"

_60

D/A

' <'-"T _.j

% _-<_""_'< _=_.

,,5"T,#/&oz. C-._/','J_'Ff/o.,/

0 pL,/,,/_)

.5 7,_ //70.

.........

: L ::':

: :

::

:]i:::::,ii<01

: ! ::L/I

' 7:_71

..-

_i!/

i_i

.......

,_

_ .... _ ..... ,._

._,_.

_,I_,IH _ii_ .... !

'

,i

sl_s_T

Ill

CONF/GU_AT/O/_/

TTT

HOT

GAS

TVC

S_

Y
\ /

/,_j
w

....

\
\
\
\

!...
%/
\
\ \

j-._

\
_C #OWE_ ,OTOR PUI_P

/
\.

i ......

Figure 3-14

_8L981
i --

cO o--

'-"z o--0

E
>,,

O O

i
i

_I!III!
_

il i i i,_ !!
i! i _

ii

_A

_ 3_

o_

_TA 2/70

00o

_7A

200

i ,_

\ \

S TA. _ozZd

,S'7A/8..<7.oo0

SrA

1780. ooo

,3"_TA /6_I.5"oo

,i

i-"/NTEI_STA_ I

/
. . -

H,.

2 ,_

D/A

/*-

_00

eoA 7")

_'A

/'t 76.S

,s'7"A/a 4.._...<o o

....

Lf

11

I.t_

/
\/

_8ZvOI

L_
I"'.",0

F
l!
m_ 0

/-

\..

,/

I.-0

I
0

Sheet

3 of Figure and second and

3-14

shows

the girnballed The They two are

nozzle are on

TVC

system on and

installed each yaw

on by

the first

stage. nozzle.

actuators positioned

supported the pitch

stage planes

the motorcase with center travel actuator their and from

centerline the nozzle neutral units

perpendicular gimbal to maximum attached point.

to a radial This

line passing gives stage

through equal also

the actuator actuator has two

positioning gimbal. skirt. Each

nozzle to the

power

stage

Sheet The from first case stage units

2 of Figure nozzles have

3-14 been dome

shows buried

a hot

gas

TVC

on

both

the

first and

second

stages.

deeply

to reduce The are

the length 16 injector on

of plenum valves plenum

chamber on the

motorcase stage as are and

to injector on

nozzles.

8 injectors valve

the second

mounted actuator

the

chamber of the

their

actuators. by two

Hydraulic variable-delivery

power

for each

valves mounted

is provided on the

pump-motor-reservoir

stage

skirts.

3. 4 Table three

STAGE 3-2

WEIGHT shows

BREAKDOWNS breakdown comparison II HES are for the six stages the that are stage used in the for

the weight For Phase

launch

vehicles. V from

purposes, also shown.

weights

Configuration

Table involved

3-3

is a weight in the TVC

breakdown system

of the various

subsystems

not

directly

comparison.

3. 5

VEHICLE

PERFORMANCE in this section, is measured (LORL) in launch to the basic the relative weight by the change This weight vehicle. in weight change and A in specific sensitivity com-

Vehicle injected weight impulse analysis binations

performance, and

circularized because TVC

into the Z60-nmi of variations

orbit. vehicle launch effect

is expected caused was by

modifications to determine on

conducted systems

of the various

of TVC

the nominal

in orbit.

Ballos is not carrying weight

structure perturbed, ability is cargo.

and

the propellant the

necessary weight

for

orbital

transfer changes

and

injection cargo-

therefore of the ) Ballos

derived

changes

are

in the

spacecraft. that allow

(15, 455 the

ib of the total nominal of the penalties

Trade

factors

evaluation

3-16

Table VEHICLE

3-2

(Page

1 of Z) (LB)

WEIGHT

COMPARISON

Phase ,]imbal Hot Gas Warm Gas Nozzle

II HES

Study V Moment

Configuration (Min. Control Fins)

Fir st Stage Aft Fins Nozzle

/

Stage

5, 541

7, 959 - --

8, 353

gl, 150 2, 000

40, 188 ZZZ, 5 IZ Fairing i, 93Z 5, 808 System i00 Z48

30, 188 ZZ6, 460 Z, 075 54, Z79 i00 Z4 Z

30, 188 ZZ6, 460 i, 944 7, 500 i00 Z48

5O, 290 226, 46O Z, Z50 8, 6OO

Motorcase Forward TVC TVC Tunnel

System Control s

Equipment and Instrumentation Contingencies_", Stage Weight (empty) < (_0)

6, Z71 6, 300 Z88, 900

6, 271 7, 995 335, 575

6, Z71 6, ZZ5 Z87, Z89 3 i0, 750

Fir st Stage Main TVC Roll Propellant Propellant Control Z, 609 2, 609 2, 609 Z, 83Z, 080 25, ZZ0 Z, 857, 300 10Z, 35Z 2, 857, 300 --2, 857, 300 I0, 250

Propellant Retrorocket Propellant

Z, 150

Z, 150

2, 150

Stage Weight (loaded)

3, 150, 959

3, Z99, 986

3, 149, 348

3, 178, 300

_':_2_0 for

structure;

5_0 for

equipment,

20_0 for instrumentation.

3-17

Table

3-2

(Page

2 of 2)

Phase
<

II HI_S

Study

Hot

Gas

Warm

Gas

Gimbal Nozzle

Configuration V (Min. Control Moment Fins)

Second Aft

Stage Skirt 803 5, 488 26, 756 170 i, 755 System i00 47 I, 318 4, 988 27, 270 170 5, 500 i00 47 1,532 4, 988 27, 270 170 I, 273 i00 47 3, 180 7, 890 27, 270 170 i, 280 -----

Nozzle Motorcase Igniter TVC TVC System Control

Tunnels Equipment and Instrumentation Contingencies Stage Weight (empty)

4, 388 i, 445

4, 388 i, 612

4, 388 i, 440

--240

40, 952

45, 393

41, 208

40, 030

Igniter Main TVC Roll

Propellant Propellant

240 2Z2, 3 15 3, 135

340 ZZ5, 450 8, 788

240 225, 450 ---

-- 225, 450 Z, 130

Propellant Control

Propellant

131

131

131

Stage Weight (loaded)

266, 773

280, 002

267, 029

267, 610

or

gains

associated and These

with

cargo weight

weight

were

computed for both

for

stage

weight, second

specific

impulse, stages. and

propellant are

sensitivities in the following sensitivities Figures inert

the first and Figures inert 3-20

presented payload

figures;

3- 15, weight, present

3- 16, specific the

3- 17 present and

the

for first 3- 18, weight,

stage and

impulse,
,

propellant for

weight. second-stage

3- 19,

payload propellant

sensitivity weight.

specific

impulse,

and

3-18

Table EQUIPMENT AND INSTRUMENTATION

3- 3 WEIGHT BREAKDOWN (LB)

First

Stage

Second

Stage

Igniter Equipment Environmental Telemetry Electrical Tracking

j

N/A
Mounting Control System System System System 458 326 Z, 124 501 47 38 103 73 15 571 183 i, 832 Weight Propellant Pressurization Propellant Z, (empty) 6, Z71 Z, 600 9 150 N/A 11,030

iv0
458 326 I, 998 501 47 38 103 73 15 646 183 N/A 4, 558 128 3 N/A Z40 4,929

Abort

Detection System

Sequencing Range Safety

Separation Roll Control

System System total vehicle

Systems

for

Retrorockets Equipment Roll Helium Control for

Retrorocket Igniter

Propellant Weight (loaded)

Equipment

The

vehicle

parameters (shown

were

compared 3-4)

to nominal to obtain

values

obtained

from

the

baseline

vehicle

in Table

payload

changes.

The

analysis

was

performed used

with

the three-dimensional II HES The Study

trajectory

simulation flight

computer of both orbit,

program the first and Hohmann

in the

Phase

to simulate into the

the boost

second

stages. and

injection

105-nmi was

parking done by

transfer,

injection

into the Z60-nmi

orbit

impulsive

calculations.

<,

3.1 ( .

T 17!!t
_:Py:::

Z2i2.)
_-i?t]t:i iZ_Zi !:EZ! z:::l : t:

HZi!i:

trier"

t: !.ii.4

-kT: "iZiZi.i

_'r:=_rr: :

!i[: ?:

iii:iiiiil
Iu:;ti)ii

ir(!!i!
i :_HZ

i:!!iU.i

!!_::ii:_tl

i:r:l

:;

O {"4

I o ,-q

,-I

CI-[A/_GE

IN

FIRST

STAGE

PROPELL._/_T

WEIGHT,

(LBS

10 -3

Figure 3-17. Payload Sensitivity

to First-Stage Propellant Weight

I0

CHANGE

IN

SECOI%]D

STAGE

WEIG_

(_

10 -3)

Figure 3-18. PayloadSensitivity toSecond-Stageeight W

3-21

! o ,-4

CHANGE

IN SECOND

STAGE

SPECIFIC

IMPULSE,

(SEC)

Figure 3-19. Payload Sensitivity to Sec0nd-Stage Specific Impulse

<o
_q

'

'/i

CK.a_NGE

IN

SECOND

STAGE

PROPELLANT

WEIGHT,

(LBS

10 -3 )

Sensitivity toSecond-Stage Propel.lant Weight Figure 3-20. Payload

3-22

Table NOMINAL STAGE WEIGHT,

3-4 WEIGHT, AND IsP

PROPELLANT

Propellant

Weight

Stage

Weight

Specific

Impulse

(ib)
t

(ib)
310, 750 40, 030 45, 365

(sec)
276. 910 301. 006 305. 0

First Second Ballos

Stage Stage Payload

2,857,

300

ZZ5, 450 ---

3. 6 The

STABILITY guidelines

AND and

CONTROL assumptions are shown

ANALYSIS used below. Study: through the specified with TVC. windsome in the steering analysis they are to obtain the same TVC as

control those

requirements used in the Phase

Basically,

II HES

i.

nominal-attitude

flight is maintained

profile envelope. In addition, divergence to determine what 2. The wind-profile gust velocities envelope superimposed

two cases are analyzed effect this mode has on

used is the 95% (see Section

ETR envelope Z. 5). and

with

standard

3.

Control capability winds considered

is required to be acting

for both full headwinds separately.

full side-

4.

Steering response capabilities correspond with a natural frequency of 0. 15 cps and

to a second-order system, a 0. 7 damping ratio.

5.

Maneuvering moment requirements provide the capability of proportionally following step changes in attitude rate commands 0.35/sec in pitch and 0. l/sec in yaw. The sources of disturbing levels moments are as to be shown considered in Figure and 3-ZI. their

of

6.

assumed

uncertainty

3. 6. 1

TVC

Requirements total control impulse, were 3-i. maximum calculated Firstthe use while response thrust-vector for both values deflection stages and angle,

Duty-cycle, and

roll-moment vehicles

requirements shown were in Figure

of all the secondstage

launch

stage of the

roll moments method were

obtained for the means

through

static-balance TVC

analytical requirements

developed obtained by

HIES

Studies,

second-stage analysis.

of a dynamic

3-23

I!\'4. o.3 MISALIGNMENTOFSTAGES 1 .---AERO FORC%AND

MOMENTS +5'0_

-j

0.1 THRUST MISALIGNMENT

+1.0 IN. C.G. OFFSET 0.88 IN. THRUST ECCENTRICITY 0.1 FINMISALIGNMENT

Figure 3-21. Sources of Disturbing Moments and Their Uncertaintty Levels

The static analysis follows (_) and used (which is described in detail but a in Appendix 1 average to act 1 error in pitch conditions, To these ]3) assumed error that

the vehicle of attack fins are effects used were

the nominal slip angle launch These

trajectory, (/3)are

in angle When dihedral and were

side

considered

continuously. caused and or yaw by

on the

vehicle, errors

an additional are negligible Two side-winds. uncertainties wind

is introduced. to determine

only

roll moments. and

directions, rootresultfor

investigated:

headwinds and

conditions,

sum-squared ing in four

positive basic

negative from cycle step

were

superimposed, values

conditions and duty

which was

an

envelope The

of maximum maneuvering rate commands

thrust

deflection

obtained.

capability of This for

for proportionally 0.35/sec analysis secondmaximum in pitch was stage

following and

changes in yaw stages; and and

in attitude was added

0. l/sec for both

to these

conditions. account

performed separation

however, was rate

it did not not

transients deflection

therefore

used

in establishing

thrust-vector

requirements.

3-24

Z ]

Figures for each payload. throat data as for

3-2Z launch

through vehicle

3- 25

show

the

control with side

system both the was was

duty-cycle Ballos

requirement and a winged

configuration the control This

payload

In all cases, a reference the TVC

force

considered used

to act at the consistent

station.

criteria

to provide

performance planes for the

analysis warm gas

(discussed and hot side as

in Section gas force TVC was by

4), which In the from for the injection

located TVC
]

injector

systems. corrected the pivot for the

system reference

design

effort, to the

the plane actual

of the station

this

station

defined

point gas

movable-nozzle systems.

technique

and

the nozzle

injection

location

Control-system i to allow between in Table payload

duty

cycles of the

for vehicles degree payload

with

a winged necessary This for

payload for

were stable can the

calculated flight be seen

a comparison a winged 3-5. are and

of control shape. data

ballistic

comparison using

First-stage shown in Figure

flight control 3-2Z. These

vehicles used

Ballos effort.

were

in the

design

The

duty

cycle

for Configuration of Configurations while the winds as does using

I, which II and use not

uses

warm

gas

injection

TVC, using

differs the The ment 95%

from wind

those

III, because a discrete represent wind TVC rates

it is derived 95/o wind

envelope of maximum flight,

others does the warm

profile. wind environhowever, flow be

envelope

a realistic profile;

for a given

discrete gas

it is used of the time

in the analysis characteristics sufficient that time.

of vehicles

because at any

continuous

of this design; control

that for

is, flow

in flight must winds at

to provide

vehicles

encountering

maximum

The yet

maximum Configuration by the

deflection

angle

for Configurations 11% and shorter.

I and The

III are

nearly

identical, is brought

III is approximately of the shortening arms first-

shortening nozzles. CG side as

about almost

submergence as much

second-stage forward CP and of the control moments are lower This

However, it does from aft of the

exactly the

occurs of the

it; thus,
/ IL !

ratio nearly

of moment the burn, same. the

force

CG

remains

Since control

aerodynamic requirements II has flare.

are

predominant the same because the CP

during for the of the

first-stage two

essentially requirements

configurations. effect

Configuration of the aft-skirt moments.

stabilizing reducing

effectively of the

moves

aft, thus

aerodynamic

Because

aerodynamic

325

p_ol,_cl

SOll_]

- OlO,_0 _J, G o;_m,S-]SJ]-I "_-_ n

_JnS!-t

(B(INOD._S) 081 09I O_I OZI

c_RIL OOI 08

//49Iq._ 09 O_ O_ 0 081

(Sa_ODHS) 091 0_I

_ 0_I

'HRIL 001 08

IHDIqH 09 O_ O_

(SflNOD_S) 081 091 0_I

*HHIL 0_I 001

LHDIqH 08 09 O_ O_ 0 0

_'0

_'0

9"0

8"0

O'I

E'I C) _'I 0 9"1

8"I

O'E

Z'E

_'_

......

9"g

rig 0" r_

i....

..................................

i ......................................................................................................

*,D

r_

, (_ i,!_ !i/i_ '

::_:i _._ i

._-

5_

Z O

E-

O eo,iiiiii!i ........ !i
0.2 CO_TFI_T_T_OM 0 0 20 40 60 TIME, 80 t I00 120 140 160 180 0 20 40 FLIGHT 60 TIME, 80 t i00 120 140 160 180 0 20 40 60 TIME, 80 t I00 120 140 160 180 I A " ........... COHI_ IGURATION I I A CONF:IGNTIOg 'I I I A FLIGHT (SECONDS) (SECONDS) FLIGHT (SECONDS)

Figure 3-23. First-Stage Duty Cycle - Winged Payload

.0

CO

ii!!i!ii!i!ii!iii!i! !i!!ii!ii!iiii!ili i iIii!!i!iiiii!!i!iiiiiii!!!ii i!iiiiiii!i

,,o 1.3 1.2 M 1.1 1.0 es 0.9

8
F., 0.8 0.7

.............

.....

0.6

' CO_FIOURATIOI

1:II:

......................................................

160

200 FLIGHT

240 TIME, t

280 (SECONDS)

320

Figure 3-24. Second-Stage Duty Cycle - Ballos Payload

Po

peolXedPe;_U!M elO_O _l.nG e_elS-puo3es 7-_: eJn_!_ -

--:

: ......

: ...........

..........................................................

9"0

t'-'

e_

M
gll v

Table COMPARISON OF

3-5 DUTY CYCLES

CONTROL-SYSTEM

Configuration

ADC (deg- sec)

6 Max (deg)

ARoll (ft' ib- sec)

MR

Max

(ft-lb)

Fir st

Stage

I IA II i IIA IIAF III IliA

144. 05 187.89 97.48 i01. Zl 45. 18 115.36 12Z. 76

2. 842 3. 460 2. 307 Z. 705 0. 355 2. 843 3. 461

463,920 564,220 382,890 444,080 1,419 200

17, 541 Z 1 500

14, 026 16, 6O7 38,774 17,391 21,373

465,220 551.080

Second

Stage

I iA II IiA IIAF III IIIA

108.38 100.35 116.11 106.31 106.31 131.98 119.29

0.965 0.779 0.979 0.806 0.806 1.070 0.854

6441.2 4438.0 6593.3 4556.2 4556.2 6679.6 4139.6

278.6 166.7 281.6 173.9 173.9 281.5 147.6

ADC 6Max ARoll MR A F Max

= = = = = =

Duty

Cycle

Area. Thrust-Vector Cycle. Roll HE-10 Fins on Moment. Payload. First Stage. Deflection Angle.

Maximum Roll Duty

Maximum Indicates Indicates

3-30

destabilizing Figure Ballos double caused 3-23)

effects are more

of the HL-10, stringent the during The

first-stage than those shape

requirements

(shown with

in the a is differen_ and the

of the of the flight.

configurations curves The peak about to the is the at 70 by

payload. peak by now

Although occurs gust.

general

same, sec the

first-stage peak of the at 6Z HL-

the wind

sec 10 as

is brought opposed

aerodynamic use of envelope

characteristics wind

Ballos

velocities.

The

static

analytical

method

assumes

that the To comply

vehicle with

flight path the

does of

not

deviate

from

the nominal some

trajectory.

guideline dynamic

investigating response effects vehicle analysis included gains was of lags

divergence, for control

a first-stage Configuration system Winds maximum rate, and on

control-system II. This analysis

performed in the

considered and

the

thrust-vector yaw plane

deflection were The assumed

associated for this system

attitude since

divergence. they produce body

in the

requirements. angle-of-attack

control

attitude

error,

feedback,

with

control

programmed

to satisfy

the drift minimum

principle.

Figure not

3-Z6

shows

yaw

attitude for

divergence the vehicle

during

first

stage

flight. this

This phase and

is of

uncontrolled

divergence, the vehicle balanced at any

is controlled to transient The

during

flight; however, not statically

is responding instant

forcing

functions maximum the static yaw time

in flight.

resulting when history

vector balance plane of peak

deflection technique during winds. yaw

angle

predicted Figure

is lower 3-27

than

that calculated the deflection

is used.

shows

in the at the

first-stage The maximum A

flight with

a maximum predicted results

of Z. 1 occurring by the static

deflection of the close attitude

method

is 2.3 in the of

plane.

comparison shows that

of both

analytical and,

representations vehicle angular

vehicle dynamics

flight

correlation divergence

exists, are

that when TVC

which

include are

considered,

requirements

somewhat

relieved.

The

peak

thrust-vector deflection

deflection transient

rate shown

requirement in Figure The

was 3-Z7.

obtained The

from

the

thrust-vector requirement tion

peak

rate accelerais consis-

is approximately was assumed

7/sec. to be analyses

thrust-vector Z This for

deflection

requirement results

30/sec

acceleration a similar

tent with

of previous

performed

vehicle.

3-31

, 2

_ -

Lo r_

m.

-I"1
{--.

0_ YA_ ATTITUDE, (DEG)

K_

YAW THRUST VECTOR DEFLECTION_ 6

(DEG)

{}

{/}

{'I}
{-}

i
r!!P'-_t"

i CD {-}

c}
i

I.

i!ii-i!i h

}!21
v

Z o N N {1}

!!i!iil
"iT

{--}

:_!;:i;i_

Second-stage method. Ballos

!i.i

TVC These

deflections deflections

were are

also

calculated

with for

the

static

balance with the

shown for

in Figure vehicles

3-24 with

vehicles

payload

and

in Figure

3-25

the

winged

payload.

Since be

the

second-stage that their as CG

Configurations deflections the moves gas would

I and be

II are nearly

nearly the

identical, This

it would is true I I III, and, to the

expected

same. area

initially; are

however, the

generators forward

in the and

aft-skirt

of Configuration for Configuration

depleted, less

faster, control the

deflections arm. control

become because thus, two

because

of the increased nozzle, has

moment

Configuration moment arm due stage, negligible stage cycle

of the

submerged

shortest

the highest payload shapes

deflections. are pressure less

Second-stage pronounced is low and than

deflection those

differences first are Total and the

for the moments

because

dynamic

aerodynamic and

in comparison moments for the winged arm. stage ditions and used are second vehicles These control

to thrust nearly stage the with

eccentricity same the for

misalignment. shapes, those

secondduty HL-

both

payload than

Ballos

is less shape are

for the

i0 type

because

the winged however,

produces

a longer

control-moment for second-

deflections, requirements.

not

the governing dynamic

factors

Second-stage determine The

response thrust-vector separation

to initial condeflection analysis is

existing

at separation rate requirements. design.

maximum second-stage

deflection in TVC

system

Second-stage an the altitude

separation of 175, 000 nozzle engine ft.

occurs A

at approximately uncontrolled the interstage after

163. 5 sec coast period

into the was

flight at for

l-sec

allowed

second-stage and

to clear

structure. this coast

Control-system The engine sec.

activation thrust The

_'iii !

ignition to build rate and

occurred up linearly

period. (546, 086

was

assumed

to full thrust used

ib) in 0.3 the

initial angular were from

angle-of-attack and 3.0 , S-IVB

to determine These

stability

boundaries reduced during

0. Z5/sec used engine for

respectively. because

have

been

those

the

disturbances smaller are limit for the

encountered single for engine each con-

first-stage

thrust

tailoff will be stability

configuration. figuration thrust-vector that applies minimum

Control-system of the

boundaries deflection

defined

in terms

thrust-vector rate limit. II. The

as a function

of the

deflection

Figure lower which

3-Z8

is a typical boundary

representation represents by the

to Configuration thrust-vector

stability

deflection

with

divergence

(caused

3-33

i0

_,_
8

i!! i'iil i
ii !; !i" :_:'

_i

_ 0

_
o o

E-t

l,

2
THRUST VECTOR

h
DEFLECTION

6
RATE LIMIT

8
(DEG/SEC)

10

12

i_

Figure 3-28. Second-Stage Control System Stability Boundaries - Configuration II

aerodynamic deflection The upper moments) decreases stability an can be prevented. with increasing the The minimum thrust-vector deflection rate The deflection I has the IIA and pitch l-sec coeffiare vehicle rate. limit

slightly boundary caused

thrust-vector minimum will

represents by rate (based each

deflection not occur.

for which minimum rate) maximum IIIA have moment

instability

saturation, on minimum

acceptable is given in Table

requirement 3-6 for

acceptable Configuration

configuration. rate requirement.

deflection lower

and

deflection stability less

Configurations of a higher during normal These the

minimum

boundaries divergence the Ballos

because occurs

of inertia; coast is larger those

therefore, period than even

uncontrolled cient higher (Cz_) than

though

aerodynamic payload.

force

that of the by the

requirements the which

predicted during

static

balance

analysis coast rate

because period,

is allowed results

to diverge

the

l-sec

uncontrolled and body

in a large

vehicle

angle-of-attack

at control-system

activation.

i_ i%

3-34

i"

Table MINIMUM ACCEPTABLE SYSTEM DESIGN

3- 6 SECOND-STAGE REQUIREMENTS TVC

:?i ql

ThrustVector Deflection C onfiguration (deg)

ThrustVector Deflector Rate (deg/sec)

Ballos I II III

Payloads 4.3 4.0 3.3 7.3 6.7 5. 6

Winged IIA IIIA

Payloads 3. Z 2.0 5.4 3.8

It is not since a

realistic slight

to pick

as

the

TVC

design

point

the minimum or body

requirement rate TVC rate could system limits since were the result

increase

in the

initial angle-of-attack Therefore, for deflection used for

in a control-system design chosen. minimum deflection shown Similar A nozzle point The

instability. 15/sec

a second-stage and deflection

of 6 and same

design are using and

point not

was

all configurations different. limits for The

requirements transient

significantly 15/sec error are

thrust-vector II is 3-30. 3-32.

the

6 and

Configuration is shown

in Figure transients

3-Z9, for

the attitude

transient shown for

in Figure 3-31 and

Configuration of Z00/sec 2

IIA

in Figures use

acceleration

is selected

in system

design.

No

analysis

of the It has

structural been are

clearance that

required separation the

during can first be

separation accomplished If the for

was (in coast

undertaken. 1 sec) period

assumed used beyond

if retrorockets must be then extended the

to decelerate the assumed

stage.

1 sec

to allow limit the

additional also increase design instability

clearance,
%

minimum of the well

acceptable coast away period. from the

deflection However, stability

would TVC

since point

it is a function has been chosen

system so no

boundary,

is expected.

3-35

D_ :: x::. __:: . : :::: : ' ...... ::: " .:: ::-h:: .................. ::,:!:i ::! :::;:::-: t .......... :::::': _ I ...... _ ............ 7 [*i' } :[::7 /9 0

O0

cO
.m

e-0

CD
. o

e-D
.m

(I) 0'9

E= __o
............................. :}:_:ih:iE::_

..........

._N:

.......i

i-ii

................................................. < L._.::

c_O e--

--x

o%

I.L

tD

ob

..

.-,

-,j

...

-k

<

"_

"

./
. . _ .i _ _ .

,:i_ <i. i:k < .:

_:_ .

:._

:'.,

-,:i

f-,,

<I:
cO O

13O ,---I

_E
O

_h
-r-

CD
o c-" O .i-.i

c-O .4...i

11) (/3

.m c-O

c-

CD
O O c-O .m C_D

I,

In c--

_D (,'9

c-o HO c--

o
: :: : i::::i :::7:

<
c--

Uc-(D U% c-CO

_o
m

.............

:_ ,! _:!::::._:.

::

C3
ll)

og
c-(D

<
(D

> _L

I-- -1-

<

cG
O'D ! CO (D CO (i)

u-

I,

:i

i!i! :ilL:/!: !i:: : _

3. 6. 2 Roll

Roll

Control are

Requirements derived from from two sources: eccentricity (i) aerodynamics and CG offset. and and The aeroeffects CG offset times B are the for for

moments

(Z) moments

resulting moments

thrust

ii i
L

dynamic when equal

occur

because

of fin misalignment caused by thrust

dihedral and

fins are to thrust

used. times

Moments the sine

eccentricity deflection

of the CG

thrust-vector combination.

angle

magnitude the actual vehicles deflection same this

/

of the

eccentricity For

offset

(See Appendix roll moments and curves thrustare

derivation.) without angle; as the fins are

small

thrust-vector to thrust

angles, magnitude cycle

proportional the

therefore, TVC duty

roll-moment shown

duty

of the 3-25. and For

form reason,

cycles

in Figures but maximum 3-5.

3-2Z

through

these

curves are

are

not plotted, in Table

roll moments

total

roll impulse

tabulated

3. 6.3

Effect

of Fins and

and

Fin

Size

Variation Requirements has the

on

First-Stage

Maximum

Deflection The more

r .i:

Duty-Cycle

addition stable maximum thereby

of fins to the in the same

first stage as and expense also

effect skirt

of making did

the

vehicle II. yaw

manner angle at the angle and CG

the flared duty-cycle of added

for Configuration in pitch weight. and

The are

deflection decreased

requirements structural

This caused

decrease by thrust

in deflection eccentricity

causes but

a decrease fins incur effect. individual fins

in roll moment additional The magnitude while yaw

offset, and

roll moments of the the fins. of fins, first

because of these second Whether therefore, both ever,

of fin misalignment moments is dependent of the

dihedral upon the

fin sizes,

is a function the net

size

of the pitch

relative

to the by the

roll moment upon

is increased

or decreased configuration It will be has the HE-

addition

depends and yaw

the particular be IIA, than sized study. defined. which

of the noted

vehicle

for which 3-5, how-

pitch

fins must

in Table winged

that for

Configuration

I0 type

payload,

the addition Pitch launch any

/

of fins more fins were in this

triples

the

roll total impulse for

requirement. it is typical of the had a to

and

yaw

for this configuration, The been more conclusions selected. TVC for reached

vehicles other

would

be

similar having

of the

configurations required

However, first stage

a vehicle

winged

payload--which the results.

flight--tends

accentuate

3-38

Fin sizing is accomplished ratio to minimize The effect of these

by varying

the pitch and yaw

span

and aspect respectively. and 3-33 and

the aerodynamic

moment

in pitch and yaw Figures shows

fins can be seen by comparing 3-5 and 3-7. Figure 3-33

3-23

by reference thrust vector While without Figure fins.

to Tables

that the maximum fins is 0. 355 . vehicle

deflection required 3-23 Table shows

for a vehicle

with optimum

a maximum

deflection

of Z. 54 for the same of the components a similar from vehicle trend

3-7 which

is a detailed breakdown required, impulse shows

that produce

the total control moment Total control

for

total control impulse. for the vehicle fins.

is reduced

I01.21/sec with optimum

with no fins to 45. 18/sec

for the same

Several

other pitch fin areas and aspect

were

evaluated.

Since area,

there it was area.

are many necessary This was

combinato define done a held by

tions of fin span a particular means

ratio for a given of these

optimum span

combination and aspect

for each

of varying area

ratio in such

a manner

as to maintain The yaw fin was from

constant constant

and minimize

the body determined

pitching moment. value which was

at its previously
! :i _i!_i! ;ill ":;:_:_: i_iiii.i ii!i:i _ :::i: i:

obtained

optimum

i:i : ]; " ]; _! : ! _i ':I _ ::: _ ;i_i _ :ii !:

i 7: : i i'!_7i :.17ii"=7 i .... 'iii_:'i:! ' ! _ _ i_i::ii,:_!i_:.:i:_!!!i -::: :i':: _:i!_:_ : _ .... _i :i _ : :i!:i !::! !::;;':ii':i ;i _] !_!:!ii_j:: !

i;];;iiiiii!i ::i
:?ii ! i;:i:.4;i , :. I: il _: : ii ;; :_4 !::-_ ..... - :._: i:_:i:i!_::: ::,!! !!,!:i :i, : :i :!! :!

f i!ii iiliiiiiiit
v

ii i!;ii_!!:_il

o_
o

0.4 i :ii ii i ;_?iii::i!!i/-! ::i]:!: I ;;,_/_!: _i_ 2_417Ld_:: J i : : :_ :::: i! :::i::_i': :; !i ! l !!i ::I _:!i ;_: I ; ;|: _ :: ii.:_ii_:::t :::1 ! .... :!:]_:i!' : i :ii " j i; ::_ i_ : ; !i :_ ; !!!j: :iii}{! lii} , ii! ']

0.3

; ;: _';: i_i_ilt!iiiii_i!ili

_!_!_;]ii; _ : ':

!_ :; _:;: i;i]

i :_: : !!_!i:!

!i];il

8
o _

!!!iiiiijili!i _
!:!]!iiitili:t::!i 0.2 ; ::;_: : : i i i!!![i i ::i > i if: ]! ;ii I : i;i !ii_;i:

O.1

:!iiti!iijiii li i i
20 h0 60 80 FLIGHT TIME, 100 120 lh0 160 180 t (SECONDS)

Figure 3-33. First-Stage Duty Cycle- OptimumFins and WingedPayload

3-39
.i

_:,<<

Table

3-7 BREAKDOWN

<i:_i!! _
, i _.i"

DUTY-CYCLE

AREA

Configuration IIA Items First Stage

Configuration IIAF First Stage

Pitch

Impulse

in Deg-Sec

Due

to the

Following: Wind Total Uncertainties Ae rodynamic

:i i_

61.946 25.397
3.097 0.000 Angle 24.899

6.623 24956
0.331 0.804 24.899

Fin

Mis

alignment Offset and

Thrust Maneuvering Yaw Impulse Total

7.805
(deg-sec)

7.805

Uncertainties Fin Mis alignment Offset and Angle

24.899
0.000

24.929
0.670

Thrust Maneuvering Total Impulse Roll Dihedral

L

24.899
2.223

24.899
Z. ZZ3 45.18

- Pitch-Yaw (ft-lb-sec) Effect Misalignment Misalignment

(deg-sec)

i01. 21

0 0 0 444, 080 (ft-lb-sec) 444, 080

397, 310 501, 560 463,470 52, 360 i, 419, Z00

Pitch Yaw Thrust Total

L'

Fin Fin

Offset Area - Roll

fin calculations Figure maximum 3-34.

for As

ConfigurationllA. decreases, angle

The both

results required

of this

study

are

shown

in and

fin size

pitch-control

impulse

pitch-deflection

increase.

The

maximum

deflection may

angle well

becomes be below

so small the threshold

with

optimum of any

fins that the but very not compari-

nominal

deflections control

level

sophisticated included son study. on

systems. vehicle

It is for

this reason developed

that fins were for this TVC

the launch

configurations

;_ i ! _

3-40

i_

,,

i _

i. '_

_ii

2.0 t-_

.r

_o

1.6

o
E_ o _Q 1.2

c_

o <9 :> 0.8

-r EX

0.4

Figure

3-34.

Fin Performance
Characteristics lateral bending dynamics of the frequency system must because characteristics on were analyzed stability. to evaluate One of the stability by to the

3. 6. 4 Launch effects primary

Stability vehicle

of body-bending requirements

control-system system

control range. and be

is to provide

satisfactory are

in the body-bending the attitude reference

Body-bending gyros. so that will

vibrations

sensed

rate stable

Control-system the vibrations

response will be

body-bending and structural

vibrations loads,

damped

of bending

not become

excessive.

Bending both data The

characteristics shapes. from

were Since

determined Configurationll

for

Configurations is similar apply for

I and

llI with I, the IT.

payload resulting mass

to Configuration to Configuration each The configuration lowest data

the

analysis and

of Configurationl characteristics 3-4 and

distribution are

stiffness from are

investigated bending-mode rated minimum The mode for

obtained

Figures shown

3-13. 3-8.

three-body geneThe

frequencies a flight time body-bending shapes for

in Table to maximum

These dynamic

were

corresponding frequency the

pressure. for

is 3.44 modes

cps are

and

occurs

ConfigurationIA. 3-35. Since

first three

shown

in Figure

3-41

i !i :i i:: +

Table BODY-BENDING
_i _ , ,

3- 8 (cps)

FREQUENCIES

Configuration I and (Warm Gas) B allo Mode 1 Z 3 Payload 3.71 IZ. 0Z 19.12 s Wing Payload

IA

Configuration (Hot

III and Gas)

IlIA

ed

Ballos P ayl o ad 4. Z0 13.16 ZZ.8Z

Winged P ayl o ad 3.90 11.64 17.76

3. 44 10.42 15.83

i!il "

the the

minimum

bending

frequency natural

is approximately it will be such as

a factor possible

of i0 higher to stabilize

than all of in the

control-system using

frequency, techniques, control

the vehicles control

current with

passive response

filter networks degradation.

system,

little or no

system

. _ii_

,. [-t

2000

2u, O0

Figure 3-35. Body Bending Modes for

3-42

3. 6. 5 Since large /i :i' ! system, of the

Control neither inertia the

System the hot of the response nozzle

Sensitivity gas or warm as gas injection case for TVC the system must nozzle resist TVC than that the

nozzle, time

is the gas An can

gimballed

of the

injection analog be

systems

is faster study was

gimballed

system.

computer to reduce an

performed

to determine deflection bending using

if this fast response requirement. The

used

thrust-vector evaluation can be of vehicle reduced by

analysis

also

included

moment the fast

in order response

to determine capabilities

if this parameter of the gas injection

systems.

The

yaw

plane

was yaw Two

chosen plane control

to evaluate generally schemes and the

the cause were

control-system the most considered error, gains body were natural of 75% cps.

response

because

the winds

in the

stringent in the rate,

control study: and attitude angle-ofto mainand and loop The the was

requirements. error attack plus

body-rate

feedback, cases,

attitude control

feedback.

In both (with A

programmed frequency was The used, TVC

tain a constant damping natural simulated loop ratio. frequency with

flight time)

control-system damping 0. Z cps ratio to

control-system was varied from

1.0

the was the

use

of a second-order and the

differential natural frequency. in the

equation. was loop

TVC from

damping

75_0 of critical, control-system nozzle

frequency TVC range

varied natural

5 to 50 times frequency mately nozzle. move

natural

for a gimballed 5 cps Since to i0 cps neither inertia, and the the

is normally by warm

of from

approxigimballed must the lags and of

is limited hot gas or

the moment-of-inertia gas injection TVC by

of the system only

a large

natural

frequency and electrical nozzle

will be

limited

associated will be this much

with

the mechanical than the

equipment system. may

of the To take be

system

higher the

gimballed system An

advantage

capability,

controlused.

natural for the

frequency the peak

increased moment schemes was and of the and

beyond included control bending angular pressure. pressure

that normally in this

equation

bending control is a

simulation on

to evaluate

effect

of the

frequencies moments

this parameter. from is valid profile the angleonly with

The

equation

summation acceleration,

resulting and wind

of- attack, in the a gust

lateral

acceleration, A was single used

region occurring

of maximum at maximum

dynamic dynamic

throughout

study.

3-43

! %

The peak

results

of the

simulation deflection

are

presented and peak

in terms bending 3-36 using

of peak moment

angle-of-attack, as a function The data of

thrust-vector

angle,

[,t L'I _

control-system have been

natural

frequency to the

in Figures obtained The

through

3-38.

normalized frequency

results

angle-of-attack area

feedback the TVC-

<

with

a control

of 0. Z cps. variations

cross-hatched natural

represents A

variations loop natural

resulting frequency

from

in TVC-loop the

frequency. frequency

of 50 times requirement.

control-system

natural

results

in the minimum

With

attitude and

error

and

body moment

rate are

feedback sharply The

the

angle-of-attack, by increasing

thrust the

vector control reduces

deflection frequency the rotation

bending 0.2 cps

reduced increased vector

from

to 0. 5 cps. away A from further

control by

frequency

of the

vehicle loop.

the wind increase vector

increasing

the tightness causes

of the

attitude

control in angle

in the

control

frequency

little decrease Since system overall TVC

of attack, TVC

thrust system 0.5

deflection

or bending

moment.

the gimballed commands system

nozzle up

is capable this as

of responding will provide hot gas

to control the same gas

to at least

cps,

system the

response

characteristics

either

or warm

systems.

1.5

l. Li /

1.3

1.2

1.1

1.0

0.9

Figure 3-36.

Peak Bending Moment as a Function of Control Frequency

Figure 3-37.

Peak Ang e-of-Attack Function of Control

as a i-requency

3-44

iiiii i!_ iiii!iliiiii _ ii!i

1,5

, : ,

,i_:_

;:ii! .m

iiiim_ N
1.3

iiiH!l!iii_i;i _

1.2

#_N_ NN
1.1 i:i_i ii!iiii!ii igii g!ii

i:iii_ ii.!.i ii! !i!

1.0 i

Iiii;ii': iiii
iiii 0.9 ":;!F_I i_i:ii! _ _,_;_ !ii!i _?i E!i _ii

ii!ii!'::!!}!!!i ii_ ! _

ii!: _!! i!!_!! t!! _ i_iiil _

0 0.2 CONTROL FREQUENCY, (CPS)

Figure3-38. PeakThrust-VectorDeflectionas a Functionof ControlFrequency

The rate inclusion feedback of angle resulted This lower of attack in a much bending feedback lower moment along bending results reducing control this case, with attitude error and body frecontrol It should in

moment because the

at all control angle angle of attack

quencies. allows be noted the

vehicle

to turn

into the wind, that increased For system

of attack. results

(from

Figure

3-38)

frequency the

increased moment

thrust-vector due to increased

deflection. control

decrease is less

in bending than 10%.

natural

frequency

It was by an

concluded the error

from

this

analysis

that the beyond

bending the

moment value

could of 0.2

be

reduced cps with

increasing attitude

control and and body the

frequency rate

nominal system.

feedback gains

control programmed moment lower the

If angle the

of attack driftsignificantly

feedback minimum with

is added criterion,

control

to satisfy does

the maximum and

bending

not vary

control

frequency, angle

is substantially Since

at all control control mode

frequencies reduces it is

because

of reduced moment to be gas

of attack.

latter

the bending considered of the hot a gimballed

virtually more optimum. gas

independent

of the

control

frequency,

Therefore, system

high have

response no

characteristics advantage 0.5 over cps.

or warm

injection at control

particular

nozzle

system

frequencies

below

approximately

3-45

Section TVC SYSTEMS

4 COMPARISON

The
_ i i i_i i_

Lockheed Vickers for

Lockseal warm use gas with

gimbaIled injectio n Z60-in. TVC

nozzle,

the

Thiokol were

hot expanded -diam

gas

injection, into workable

and

the

concepts and the

designs the were eters

the

-diam

156-in. the

SRM's. Ballos on

Only payload paramor valve compar-

design

requirements

of launch and

vehicles the design not

with

primary concentrated design used

considered necessary The

in this task, for vehicle resulting and TVC

effort a detail were

control

and

of seal

elements. isons

designs system

and

analysis

to generate and weight.

of vehicle

reliability,

performance,

4. 1

LOCKSEAL nozzle about

DESIGN TVC

REQUIREMENTS system and designs power for_both system Zockseal and stages and are the straightforward electronics as were Nozzle from Table pivot-point obtained torques from sys-

Gimballed and tems center

actuator to perform geometry, by

sizing details,

necessary lockseal supplied by the by

TVC.

such

location, the data

weights,

seal torques, Company.

the Lockheed environment and

Propulsion were control

produced determined these

flight

established analysis.

requirements 4-i summarizes

the

stability

requirements. Table GIMBAL NOZZLE TVC SYSTEM 4- 1 DESIGN REQUIREMENTS

Items Maximum Deflection Angular Deflection Rate (Deg)

First-Stage Z60-in. -diam Z. 474 7.5 Z) 30

SRM

Second-Stage 156-in. -diam 6. 0 15.0 Z00

SRM

(Deg/Sec) (Deg/Sec

Acceleration

4-I

The maximum

deflection shown for the first location.

stage is adjusted to reflect _= _T (f-r_-)

the

actual pivot-point

Reference Section 3. 5.1

where 6T T
lp
maximum pivot point from from CG CG to the throat pivot point deflection based on the nozzle throat as the

distance distance

to actual

4. Z To warm

GAS satisfy gas

INJECTION stability injection (Z) main of valves and

TVC

DESIGN

DATA designs for the hot gas and

control systems I

requirements, required

TVC motor per

a determination (3) flow the

of (i) injector rates, and it affect (2) in-

locations_ (4) number was it.

changes due to TVC_ sp quadrant. To determine the parameters were

injector

location,

first necessary The parameters angle, %

to evaluate in question

that

might

significantly number, Mj,

(i) injection per quadrant, was

Mach N,

jection and

(3) number factors. design

of valves This

and

(4) recovery with the use was system for

amplification

evaluation program nozzle/TVC

performed This and

of a preliminary developed tradeoff analytical as well as

computer candidate

(H-Z36). systems against by Vickers for

program for making

to evaluate studies.

Its validity

has

been

checked

similar and a wide

methods

performance correlated

prediction with test

developed within

Thiokol/Vidya range of test

results

15%

conditions.

4. Z. 1 The cant eter. number 4-Z.) which for

Injector

Location showed ratio that injection when side Mach force nozzle was location used as had the no signifiparamand 4-1 and

initial investigation effect on side-force evaluation per

major angle,

Further

of injection showed were and

number,

injection (See

of valves More

quadrant results side-force

similar obtained

results. when

Figures

significant both

a performance efficiency was

parameter evaluated degradation is the

considers

axial-thrust Main-motor

its effect

on injector when factor

location. (I - KAI< R)

specific-impulse zero, where K A impulse

is at a minimum amplification

approaches ratio

defined

as the

of side

specific

to axial

4-2

0.i0

0.08

0.06

. 03

0.04

f_q _) 0 r_

0.02

0.4 NOZZLE LOCATION,

0.5 X/LNz

0.6

1.0 MACH NUMBER,

1.5 Mj

Figure 4-1. Effect of Injector Nozzle Location and _ach Numberon Side-Force Performance

0 .i0

0.08

0.06
P_ 59 P_

ii iii _

I-t

E_
r_ cj o

0.04

0.02
A U3

-15

-i0 INJECTOR

-5

0 ANGLE, e

i0 (DEG)

15 NO. OF VALVES PER QUADRANT

Figure 4-2. Effect of Injector Angle and Numberof Valves Per Quadranton SideForce Performance

4-3

I main the motor ratio specific impulse-i in axial nozzle As s--_P-_ and spin to side location in Figure station the actual K R is the recovery factor Therefore, -diam SRM hot defined as

of change versus

force

force for 4-3,

(AFa/Fs). Z60-in.

a plot gas be

of I_AKp, case was

injector seen

the

developed. by locating

improved nozzle

performance area ratios, location

can

obtained low

the injection before design systems as duty

at low nozzle

that is, could be

(X/LNz).

However, specific of the TVC Factors such

injector with

determined, application analysis. level The gas and

requirements were cycle,

associated in the

the particular program pressure analysis. with were performance In and of hot for

included

computer motor

deflection were

angle, included

action

time,

andinjectant

velocity curve

in the SRM

resulting injections 0.4,

gain

performance

for the 4-4. Two as for

Z60-in. (X/LNz) providing use

-diam

is presented which Figure

in Figure 4-3

ratios better design.

analyzed, then

suggested suggested

0. 5, and

0. 5 which

Thiokol

in our analytical

addition, suggested 0. 5 was

the gain X/LNz selected

performance was on

using A

the

Thiokol

method

calculated.

nozzle

injector for

location

(X/LNZ)

the basis

of this analysis

it showed

superior

1.0

p_ 0.8

.<
M

_2
W 0.6

O4

o -<

0.4

o [4 0.2

........ :....... Ni:---i:_;:M:j:i= :z.o,

> : _ ::x ,:,_:__=,: ............................................

_::=o ; .....................
; .......... ............

:.........
,! ]ii !._ v ! ;i':i_":i!7-" RULh:K

_:

:i:U.]i 'U:;!'i" :;i.iii_i::i:U;

O.

a INJECTOR NOZZLE

0.5 LOCATION, X/LNz

0.6

; :i
,: . ci ,

Figure 4-3. Effect of Injector Location on Hot Gas Performance Parameter

4-4
/_: , _ ;_ KL _< ;'-_5

0.i0

0.08

D_ O _-4 -4

0.06

_) 0

0.04

D_

0.02

0.02

0.01

0.06 _s/_a

0.08

0.10

MASS FLOW RATIO

Figure 4-4.

260-in.-Diameter

Hot Gas TVC

Gain Performance

performance Thiokol this TVC

to prediction. system

that

of a The

0. 4 jet

injector deflection from

location angles this

and

it correlated of being

with produced

the by

capable figure.

can

be

obtained

Amplification deflection the change angle

factor and due

and shown to

recovery in Figure

factor 4-5, gas

are

calculated values TVC.

as are

a function used

of

These

to obtain

in Isp

secondary

injection

Similarly, factor system. were

the

gain

performance for and the 4-7

curves, 156-in. present -diam the

recovery SRM results.

factor, hot gas

and

amplification TVC

calculated Figures 4-6

injection

Selection performed Since eter,

of

nozzle in a

injector

location to found

for that

the used

warm

gas

TVC hot gas

systems TVC

was injectors. paramshown

similar

manner was function

to locate a significant location.

amplification it was plotted

factor as a

to be

performance These results,

of injector

4-5

>, _

!i _

__

2.0

0.10

1.6

0.08

_o 5& E-, 0

1.2

0.06

0 c.) 0 <

0.8

0.04

::>H 0 _3 0 P_

,_

0.4

0.02

0 0 1.0 JET 2.0 DEFLECTION ANGLE, 3.0 6 (DEG)

o 4.0 5.0 0

0.02 MASS FLOW

0.04 RATIO,

0.06 Os/*a

0.08

Figure 4-5 260-in. Diameter Hot Gas Performance Factors

7

Figure

4-6 156-in. Diameter Hot Gas TVC Gain Performance

2.0

..............

:-

::. :.

:i

::

i":::

_ i:'

:i

i:_:.::

_ i

1.6

_2
_O Q)

1.2

o cD o

r,. E_

0.8

o.q : '::
i /

.... {::'"

:!Z:

1.0 JET

2.0 DEFLECTION

3.0 ANGLE, 6

4.0 (DEG)

5.0

Fi_[ure 4-7.
i !

156-in.-Diameter

Hot Gas TVC Performance

Factors

; i _ i_ ii,_. ,L 4-6

in Figure
_, ,<

4-8,

indicate

that maximum

performance

will occur with

at (X/LNz) factor

0. 6; showed Vickers When were Figure

and

additional

investigation system that Isp best loss

of this parameter occurs at (X/LNz) would arm due occur

recovery

minimum specified the influence

-- 0. 55. at(X/LNz)

However, = 0. 75. of(X/LNz) curve the analygain sys-diam corin

performance moment as shown

of a longer

to larger

values

included 4-9,

in this analysis, a nozzle was injector verified approach for the by using

in the gain

performance Again

location by

of 0. 7 was the

selected. results

ii

i_ 4

Douglas sis using

analysis the

superimposing and suggested -diana SRM

of a similar The TVC

Vickers curve

(X/LNz) warm gas

location. injection

performance tem <i __ii SRM. relation nozzle and shown was

156-in. the the

calculated Figure 4-10

nozzle results

injection

location and

of the Z60-in. the excellent this

shows with the

of this analysis analytical method;

that exists injector

Vickers

therefore, The recovery deflection

location factors stages

is selected as

for both

stages.

factors angle are

amplification for both

a function 4-11

of thrust-vector and 4-1Z.

in Figures

1.2

'<! _= :5:<<:<<
i ::i:ilh::;!::::[i" ' :i; i? !2 :i;

i
!::::!: ?_O_i i!::!?! ; ::_:::i: :? : ?if::?

0.5 INJECTOR

0.6 NOZZLE

0.7 LOCATION, X/LNz

0.8

0.9

Figure 4-8.

Effect ofNozzle ocation L onWarmGasTVC Performance

4-7

_0

CD i

SIDE SIDE i m. o o o o o t_ _. FORCE RATIO, Fs/F a _ o

FORCE

RATIO,

Fs/F

o .

o .

3
C'D

CD

? 3
Gt_

_o
00 o

o?
o

C-)

CD 0 O

3
C_ CD

_i'_1%/_ _
1.6

_o

1.2 :!!;i:ii';:!iii!i
._

0 r

,._0 ._ H [--i _CJ ._1 I--I ::::> D_ 0',-_

0.8

<

0.4

1.0 JET

2.0 DEFLECTION

3.0 ANGLE_ _

4.0 (DEG)

5.0

Figure 4-11. 260-in.

Diameter Warm Gas TVC Performance Factors

1.6

../

_o

_2
1.2
c_

0 _..)0 r.._ [-,

0.8

_-_

0.4

0 0

Figure 4-12.

156-in.-Diameter WarmGas Performance Factors

4._.

<

4. Z. Z Specific

Specific impulse

Impulse losses

Change resulting

Caused from

by gas

TVC injections TVC were calculated

k _ < -

_ k )

using

the

following

equations:

<<)i%i) i
: i: (

For

hot

gas

injection

TVC,

A Isp

--

lsp

Ws

(1

KAKR)

(1)

For

warm

gas

injection

TVC,

AIsp

Ispm

v
a

+
w

(1

- KAK

R)

(Z)

where I spm :
W

initial value

of motor

I sp

total flow

rate

of the

gas

generators

The

derivation

of these

equations to obtain parameters from for 4-4

is shown average shown Figures

in Appendix thrust-vector in the 4-5 gas and

A.

To

evaluate and

these side

equations forces
/

it is necessary so values K R were 4-11 from case for the

deflections can be

equations 4-7

obtained.

K A and

and

determined and 4-1Z

for the of

Figures

the warm and 4-6,

case. the

Values flow rate

hot gas case w .-----s were

W

determined warm gas

Figures are

while

ratios

a for

the

calculated.

The

average

side and

force, control values

F---,s obtained i analysis to reflect these thrust curves. into the

by

converting force pivot as

the

duty

cycles

shown ad-

in the justing

stability

side actual

a function Total

of time, side

first-stage by

point.

impulse

is obtained action time

integrating average gain I

values. which A

Dividing can then

total impulse be converted

by

motor-

yields from the The

to average is shown is side stage and

deflection in Table
i '

summary

of these gimballed study. 000

calculations nozzle maximum the first TVC

4-1A. and was

trivial forces IZ, 880

change resulting from sp considered to be zero in this for Configuration stage. II are ZI7,

The ib for

developed ib for the

second

4-i0

<

Table TVC DESIGN

4- IA SUMMARY

Configuration First Stage Maximum Maximum Total Motor Average Motor Average Mass Side Deflection Side Force Angle (deg) (Ib) (Ib-sec) (sec) (Ib) (Ib) (deg) 2. 023" 177, 488 7. 14 x 163 43, 800 5. 028 0. 53 0. 0080 (sec) sp 276.9 i. 240 0.28 -1.45 x 106 106 6

I Second Stage

Configuration First Stage 2. 088* 183, 200 x 106 7. 65 x 163 46, 900 x 10 6 5. 028 O. 53 O. 0057 276.9 i. 64 O. 38 -0. 59 x 106 106 6

III Second Stage

6, 098 0. 601 13 1 4, 590 0. 546 0. 82 0. 0071 301.0 i. 20 0.41 -1.09

7, 850 O. 788 131 6, OZO O. 546 O. 82 O. 00865 30 i. 0 i. 67 O. 545 -0. 23 x 106 x 106

Impulse Time Force

Action Side Thrust

Deflections Flow I Ratio

KA
K R Change in I sp (sec)

*These for hot

deflection gas TVC

angles and

reflect :

actual 0. 70

side-force for warm

plane gas TVC.

locations

X/LNc

-- 0.5

X/LNz

4:.

>

i::i _

4. 2. 3 Valve maximum sis,

i'> i

Flow sizes

Rates for

and

Number gas and

of Valves warm and and gas

Required TVC

for

TVC are dependent For on

the hot

systems

flow-rate gas valve

requirements development in the

physical

constraints. of the valve gas

this analywere

hot

arrangement of individual were

generators rates.

prominent flow-rate

factors

selection per

flow

Maximum

requirements F tan
a

quadrant

determined

as follows:

v s

I
sps

where _v
s

= =

maximum axial force,

side lb

flow,

ib/sec

F
a

= Isp s Table 4-2 =

maximum side

deflection impulse,

angle, sec

deg = IspK A

specific design

shows

data

for these

valves.

The

number

of valves

shown

in parentheses gas flow

is the

total number Once

of valves ignited, the

needed

to provide

the maximum

in a quadrant.

Table WARM GAS AND HOT GAS

4- 2 VALVE DESIGN DATA

Configuration I Warm Gas TVC First Second Stage Stage

Configuration llI Hot Gas TVC First Second Stage Stage

Maximum per Flow Number Number quadrant Total

flow

rate

quadrant rate per

(Ib/sec) valve (ib/sec) quadrant per

560 140 2(4) 4

180 90 1(2) 2 4

445 115 4 4 16

147 75 2 2 8

of valves

per

of injectors

number

of valves

4-12

_i I i_

gas (from even are

/

generators zero though four

operate

continuously, to opposing two can valves provide

and

the flow

of gas

is proportioned Therefore, quadrant, there

to maximum) there are that

quadrants

of the

nozzle.

physically maximum

located flow.

in each

injectors

4. 2.4 Gas

Warm

Gas

Generator provide

Design flow rates the adequate necessary to meet flow as the control a function requireof flight flow to the

generators Two are based

must methods

ments.
i /

of providing (i) size the

<[

time rate

available: on a peak

generators or

to provide (Z) tailor altitude. of the gas burner.

a continuous the flow The rate

control

requirement that exist the

:<iii::

maximum was

control

demands

at any size end

second

method and

selected

in order rules

to minimize out the use

generator

this consequently

of an

Details gas OMAX and

of the

gas

generator selected

sizing

are

shown in both in.

in Appendix stages. Gas The

A.

Solid-propellant is

generators 453D chamber

were with

for use

propellant

a density

of 0. 053

ib/cu The the

temperature weight generators aft skirt

is Z, 000F, is 10Z, 35Z having first

pressure first stage weight four with

is Z, 000 and 8,790

psia. ib for

total Propellant second. Eight in the

ib for the a propellant stage second shape The gas and

of IZ, 794 a propellant 3-14,

ib were weight

positioned of Z, 197 the

of the

ib in the aft skirt general gas arrangement for one

of the and valve.

stage. of the

Figure generators.

Sheet

i, shows

Each inlet from -diam

generator the gas

provides generator and

control

size system

of the valve is of 8-in. A low

to the

valve

of the warm for the the valve of the for the in

for the was of the

first stage

7-in.-diam to prevent to the

second. from warm second. Appendix

Machnumber The size

used duct

in the design from the valve

burning gas

up.

injector

system The A.

is 4-in.

-diam

for the

first stage this system

and

3-in. -diam is also shown

design

of ducts

required

by

4. 3 A
f

LOCKSEAL

ACTUATOR servo-actuator of advantages: a relatively

DESIGN system (i) was chosen great (Z) for to gimbal the nozzles because

hydraulic

it has produced

a number from

it has unit;

power-carrying continuous

capability operation, it

compact

4-13

offers tion,

a minimum it produces of storage environment the

horsepower-to-weight large volume. amounts of power

ratio; from

(3) for an

intermittent with established cycle

operaa miniby and

accumulator criteria

ii%1i /,
ii

mum flight

In addition

to the

design

(that is, maximum hydraulic system leakage

deflection

angle

duty

rate

:il i _

accelerations), limit design. cycling.

is conservatively flows are also

designed accounted

to sustain for in the

Servo-actuator

Two

linear,

double-acting and

hydraulic the aft dome

actuators

mounted

90 apart are used

and to provide of the in the of both

attached the
i,, _ :

to the nozzle force.

of the motorcase 3-14 actuator shows the

gimbaling

Sheet

Z of Figure One

installation movement actuation

complete pitch plane

system and

for both the other

stages. in the yaw

controls

plane. movement.

Differential

actuators

provides

omnidirectional

The

vehicle's

flight path to control

is controlled

by

guidance The

signals

sent

to the

hydraulic

servo-valve flow to the

actuator side

position. actuator flow

servo-valve when the

directs a change

hydraulic in actuator

appropriate or

of the

piston

length rate

is required, of flow by

it prevents

to or from The

actuator

piston.

The

is proportional sign

to input

current. signal which motor

direction

of flow

is con-

trolled of the nected weakest improved fails,

the

of the guidance motor. The valve The

changes has two

direction identical

of rotation coils conthe

servo-torque in parallel. part by two of the

torque

servo-valve's because

first stage,

which

is inherently has

of fluid contamination, channels the

its reliability If one channel

operating remaining of control.

three

first-stage

in parallel. defective

the

channels The

overpower

channel

permitting

continuation feedback pressure caused by

servo-valve at the load

incorporates resonant

negative

pressure Positive

to increase feedback actuator

damping is used and

frequency. actuator

to eliminate compliant

steady-state effects.

position

errors is

load through

Actuator mechanism

piston to a

position summing

mechanically point in the

fed back servo-valve feedback

a cam-actuated motor.

torque since

Mechanical higher

feedback A

is used linear

in lieu

of electrical position Figure applies

it offers

reliability.

piston

transducer 4-13

is contained

in each

actuator

for telemetry

purposes. It

is a schematic the Z60-in.

of the hydraulic -diam SRM and

servo-actuator the 156-in.-diam

assembly. SRM.

to both

4-14

TORQOEMOTOR,3REQ0

fiT
i

FIRST-STAGE ORIFICE (6 REQUIRED)

FEEDBACK

PISTON CAPACITANCE

ACTUATOR POSITION FEEDBACK ------, SERVO-VALVE SPOOL AND BUSHING ND-STAGE

_[_]

_"/SECO

_J
I ...........
////'//////_J_ZfJJ_/X
__

..... I_"A/ _LU__ V//-'/"////A

._I

o ACT R UAT

P - SUPPLY PRESSURE R - RETURN PRESSURE

Figure 4-13. Schematic

of Hydraulic

Servo-Actuator

Assembly

Once causes bring

the main the the seal

engine

is fired,

axial

loads length

are

applied

to the

Lockseal,

which to

to deflect. to zero

Actuator

at neutral

is therefore load.

adjusted

engine

deflection

under

full thrust

4.3. The

Actuator

Torques are nozzle force sized to meet the maximum required through for the nozzle vehicle deflection, stability. rate Required

servo-actuators and or

of movement, actuator torques area acting

acceleration

is determined nozzle.

consideration

of the following

on the

4.3.

i. 1

Lockseal provided

Spring

Torque spring torque of Z, 340, 000 SRM in.-ib developed This been is were obtained torque at

Lockheed

a Lockseal

3.5 of nozzle is proportional exceeded; i, 650, 000 from and thus,

deflection

for the

Z60-in.-diam deflection

first stage. have not

to deflection for the Data

if design

limits

first- stage for the

deflection

of 2.47 , the SRM as second

torque stage

in.-lb.

156-in.-diam torque

Lockheed having

which

showed

spring

a function for

of thrust

deflection second-

a slope

of 31, 666 is

in.-ib/deg; in.-lb.

thus,

a 6 deflection,

stage

Lockseal

torque

190, 000

4.3. An

l.Z

Internal

Aerodynamic torque provided is assumed

Torque of 2, 000, 000 by Lockheed in.-Ib for the developed Z60-in. at 3. 5 of SP_M thus, first at a SP_M

internal

aerodynamic was

nozzle stage.

deflection This

-diam

torque

to be proportional is 1,410, in.-ib 000

to deflection; A

deflection second similarly

of 2.47 , the torque torque of 51, 000 in.-Ib for

in. -lb.

156-in.-diam was converted

stage

at 4 of deflection

to 76, 500

6 of deflection.

4-16

4.3.
/

1.3

Vehicle

Axial

Acceleration

Torque torque which attempts to center is the

Axial nozzle.

acceleration The

produces used

a restoring to calculate

equation

this value

for both

stages

T where R CG 6 W
n

RcGtan6_

wn]\ / g

= = = a

distance nozzle nozzle

from

gimbal

point

to nozzle

center

of gravity

deflection weight axial acceleration

-- vehicle

The

calculated

values

for both

stages

are 485, 000 in.-ib

First

stage,

T I,

Second

stage,

T I,

65, 700

in.-ib

4.3. A

1.4

Nozzle must = be

Acceleration generated by

Torque the actuators stage a torque second. and to accelerate Z00/sec the nozzle second for mass stage.

torque
max.

at @" The stage

30/se T Z =

c Z for the first I "@max. in.-Ib for gives the

Z for the in.-Ib

equation and

of Z, 0Z0, 000

the first

510, 000

4.3.

1.5

Vehicle lateral

Lateral and angular the

and

Angular

Acceleration about The

Torque generates torque nozzle equation

Vehicle torques resulting

acceleration forces. acceleration

its CG

that assist from

actuator angular

first-stage is

vehicle

W T3 = -(@'v L CG gn IKCG )

4-17

The

torque

equation

resulting W
n

from

vehicle

lateral

acceleration

is

T4 where

_(____

a z

RCG)

vehicle
5_

angular from lateral

acceleration vehicle CG to nozzle CG

LCG az

= =

distance vehicle

acceleration

First

and

second

stage

values

are SRM 15 6- in. - diam Second SRM

260- in. -diam Fir st Stage

Stage

i/i/}
T3 T4 -217, -825, 000 000 in.-Ib in.-Ib -26, 500 -6, 500 in.-ib in.-Ib

4.3.

1.6

Nozzle

]Eccentricity is caused

Torque by the nozzle being offset from the centerline arm, acting of _, on in.-Ib

Nozzle the and the

eccentricity

vehicle. a force nozzle

Eccentricity

torque

is the product thrust T 5 = which 0.4 Fa_

of a 0.88-in. approximate a torque

moment load

of 40070 of generated case. The and equation 192, 000

is the gives second.

of I, 710, 000

for the

first stage

in.-ib

for the

The

maximum

torque

the hydraulic

actuator

must

deliver

is the

sum

of these

torques; torque is =

therefore, 6, 233, 000 in.-lb.

at 2.47 of nozzle in.-Ib For and

deflection,

first-stage

maximum deflection, to deliver design data.

second-stage factor, show the

torque, actuators and

at 6.0 nozzle are sized valve

I, 001, 300

a safety 4-3

I. Z times

this torque.

Table

actuator

servo

4-18

ii

Table LOCKSEAL
!'i2 7 :>L ),_ i _

4-3 SERVO-VALVE DESIGN DATA

ACTUATOR

AND

Configuration
:i& i _ _,, _ i<:il i, _ _

II -diam

Items
:_:_!:_ 5::

260-in. -diam SRM

1 56-in. SRM

Actuator Maximum Actuator Actuator Actuator Hydraulic Hydraulic Maximum Maximum Number required actuator torque (in. -ib) moment arm (in.) stroke (in.) area (sq in. ) supply press (ib/sq in. ) return press (Ib/sq in.) required actuator load (ib) actuator stall load (ib) servo-actuator s 6, 233,000 90 7. 74 59. 5 i, 800 200 69, 300 95, 250 2 1,001, 300 50 i0. 51 12 3, 000 200 20, 026 33, 600 2

Servo

Valve motor motor torque torque flow rated input limit, motor gain, Kvz 10,810 feedback gain, Kfb (in. -ib/in.) 0.617 7,660 0.428 current impedance (mA) (ohms) 50 i00 0.0646 0. 050 50 i00 0.0205 0. 050

Servo-torque Servo-torque Servo-valve Servo-valve (in. -ib/mA) Servo-valve

T e lim tin.-ib) gain, Kvz

"

cu

in. /sec) in. - ib piston

Actuator

The

following

equations

were T e lim

used =

to obtain Ic Kvt

servo

valve

design

data:

_oA Kv2 = Kib

Kfb

0. 9 I c max X p max

Kvt

where I = servo input signal

_Op A X
/

= = =

position actuator actuator

open-loop piston piston area

gain

position

P 4-19

4.

LOCKSEAL power the

HYDRAULIC systems were

POWER developed

SYSTEMS for both to move stages the of ConfigurationII Each possible flow winds second 2. sec, system limit

Hydraulic to supply design cycling,

high-pressure fluid at rates

fluid needed that meet

actuators. demands, the

supplies and

stage-control 4-14 presents

actuator during

leakage.

Figure

hydraulic occurs

requirements for the stage during

maximum-demand Maximum

condition

which

at peak for the

first stage. over

hydraulic-energy short 4-15 interval shows

requirements of time, the flow

occurs stage

a relatively Figure

approximately requirements.

separation.

i iiii_ _

4. 4. 1 Leakage and

Power flows

System are

Flow estimates, Limit

Requirements and based on Saturn S-IC from actuator-design the equation flow

leakage

rates.

cycle

fl0w

is calculated

Qlc where 0. 637 = the average A D f N

0.

637

(A)(D)C_)(f)(N) under a sinusoidal area (peak rate to peak) curve.

area = = = =

Actuator Actuator Actuator Number

piston stroke cycling

of actuators

Duty ments

cycle

flows

are

calculated 3-31 =

from using 1.414

stability

and

control

duty

cycle

require-

in Figures

3-2.4 and Qdc

the equation AX

where = P Maximum flow requirements for both stages are shown in Table 4-4. actuator piston velocity

4-20

240
i! /:

/,

2OO

_i:, ,_ %

160

c.)

120

S
rJ

:2
o (D bH

8o

_
I:,-,

40

o o

1.0 FLIGHT TIME FROM SEPARATION,

2.0 (SECONDS)

3.0

Figure 4-15. Hydraulic Flow Requirements for Lockseal Gimbal Des'ign - 156-in.-Diam Second Stage

Table MAXIMUM FLOW

4-4 RATES REQUIRED

Z 60 - in. - diam Item Fir st Stage

1 56 -in. - diam Second Stage

Actuator Limit Duty Total

leakage cycling

41 31 500 57Z

cu in. /sec cu in. /sec cu cu in. /sec in. /sec

8 cu ZZ 176 Z06

in. /sec

cu in. /sec cu in. /sec cu in. /sec

cycle

4-22

4. 4. Z Two Figure

Power Zeus

'Unit

Designs units manifolded power. A together, complete gas as unit seen in of a

_,i

_:_%1

i _

Nike

hydraulic-power are used gas for

4-16,

first-stage

consists

solid-propellant control filter, Dual valve,

generator,

dual-igniter

squibs, hydraulic

turbine, check

burn-rate valves, valve.

gearbox,

fixed-displacement reservoir, and

pump, and

accumulator, squibs valve The ignite the

pressure-regulating in the gas generator. the

relief The

solid

propellant gas

burn-rate

control turbine.

controls turbine

the hot drives

flowing

from

generator hydraulic

to the gas pump through through flow valve. is A to the and only to is a a

a fixed-displacement The pressurized pressure of the the

speed-reduction check returned valve and

gearbox.

hydraulic accumulator. system hydraulic through

fluid passes Excess a relief

filter into a high low-pressure valve A fluid. side

to the

pressure-regulating servo-actuators. store used during launch system. hydraulic for hydraulic launch

regulates

pressure system using

delivered

reservoir An

is used

to obtain pump

inlet pressure ground power

ac-motor-driven tests Use and

system

for initial filling of the on-board power

accumulators for tests during

operations. minimizes

of this

supply

operations

the

possibility

of contamination

of the hydraulic

One

Zeus

power but

unit with

a flow

of 85 flow

cu in. /sec of 500 flow

exceeds

average requires

requirethe use of two

ments,

the large

duty-cycle the units

cu in. /sec demands.

accumulators complete driven a total hydraulic i, 800

i

to handle Zeus power

increased are pumps used

For

redundancy, Their to 3, 800

connected the

in parallel. accumulators

turbinepsig with the and sec prior

fixed-displacement oil volilme pressure The of 5Z0 cu

charge A

in.

pressure-regulating servo-actuators generators cycle and

valve to between is extended 6 sec for

regulates i, 600 to 166 checkout

delivered burn-time 160 sec

to the of the for

psig.

gas

minimum, to firing

providing of the main

the duty

motor.

For

ground

servicing, and

60 cu

in. /sec

ac-motor

pump in Z8 system

is used sec.

to supply Ground checkout on

actuator transient the

leakage, response

it will

fill the accumulators control

tests for

of the hydraulic

depends

mainly

accumulators

fluid flow.

4-2,_

: i: i :i _

ACCUMULATOR ,SOLID- PROPELLANT GAS GENERATOR

IRBINE MODIFIED ZEUS

85 CIS EAR BOX /

POWERUNITS%

.....

60 CIS

\
GROUNDUSE)

1 I

I
I I I
260 CU IN. 3,800 PSI

I I

260 CU IN. 3,800 PSI

'1 I
I
I
L.,... m

'I

I I

I'I
I
I

I
I
200PSI 355 CU IN.

I I I

_V:2Ps, i _ I
--_ BOOTSTRAPRESERVOIR ' PRESSURE-REGULATOR AND RELIEF VALVE

I
L

!
_ALVE

[_CHECK

f
p

SlRVO'VALVE

, ORAULOAOTOATORS ! :
Figure 4-16. First-Stage Hydraulic Power SystemSchematic
4-24

 '!/!ii _i _
/_ii_i -

The

hydraulic

power

system of two by and

for the

second

stage

is a 3,000-psi pumps an

closed-loop in

system parallel,
i_ i

consisting each

variable-delivery a dc compound-wound assembly

hydraulic motor, which and

operating accumulatorthe main service power

driven

reservoir filter,

assembly,

a manifold valves,

contains ground

supply

necessary

checks Figure 4-17

relief

valves,

disconnects.

is a schematic

of the hydraulic

system.

An

accumulator sufficient system pumps

is used energy pumps after

to store

hydraulic

fluid under the peak

pressure demands

and with

is sized only by one the

to have

in reserve in operation. the separation

to supply The

of the two hydraulic

accumulator have which

is recharged subsided. The

transients S-IVB design

accumulator-reservoir pressurized with gas

is a typical at Z, 000 are psi used

incorporates system.

a chamber

to precharge to minimize pump

the hydraulic energy output by

Variable-delivery major a short valve portion interval plate

pumps of the flight of time. pump

consumption is only means

over

a over a

since Pump

maximum output The by

required of rotating by an

is controlled valve sensing plate the

to vary

delivery.

is positioned

actuator across series

piston the pump. and shunt

which To fields

is controlled obtain are high used

differential and good

pressure regulation,

starting

torque

speed

in the dc-motor

design.

In flight, For system

silver-zinc checkout power

batteries during from

furnish prelaunch

the

dc-pump

power the

requirements. pump opening receives the

operations, This unit

motor

its electrical hydraulic power the

ground

service. power

eliminates since the

system

to connect for system

a ground checkout.

flight hydraulic reduces circu-

unit is used

This present these

feature

significantly

probability through

of system the GSE;

contamination furthermore,

in a system more

requiring nearly

lation the

conditions

simulate

flight configuration.

4. 5 The

THIOKOL hot gas

HOT pintle

GAS

TVC

ACTUATOR positioned

DESIGN and controlled actuator plenum are by a servois an The outside

is hydraulically

actuator integral telemetry

which part

is in line with of the pintle

the pintle is inside cam,

valve.

The

cylinder chamber. mounted

which

the motor servo-valve

transducer,

feedback

and

4-25

DC MOTOR-ORIVEN HYDRAULIC PUMPS

156-1N.-DIAM MBAL STAGE 35 -_C ClS_,--_

(HOT GAS 18CIS)I

HIGH-PRESSURE SERVICE QUICK DISCON N ECT

MAIN SYSTEMFILTER _

"_J_CHECK
VALVES

1
ACCUMULATOR3.,000 PSI

HIGH-PRESSURE RELIEF VALVE

QUICK DISCONNECT

",,,,,
ACCUMULATOR(GIMBAL 410 OU IN.) ( HOT GAS 37 CU N.i RESERVOIR(GIMBAL 820 CU IN.) (HOT GAS74 CU IN.) 7 _GAS ! I RESERVOIR200 PSI

CHECK VALVES SERVO-VALV.E-_........_

.._I_SERVO2VALVE

-"'HYDRAULIC ACTUATORS

Figure 4-17. Second-Stage Hydraulic Power System Schematic

4-26

the be
!

plenum easily

chamber maintained

in the during

ambient ground

environment checkout.

where

these

components

can

All valves
,. ,%

in a nozzle When the

quadrant

respond

simultaneously is required,

to guidance these

signals

for

TVC.

a change

in pintle spool

position

signals appropriate through torque since it in

position side

servo-valve actuator

to direct

hydraulic

fluid to the

of the

piston.

Pintle

position

is fed back point in the

mechanically servo-valve feedback

a cam-actuated motor. offers each

mechanism feedback A

to a summing is used linear

Mechanical higher actuator

in place

of electrical transducer

reliability. for telemetry

piston

position

is contained of the

purposes. pintle assembly,

Figure and

4-18 design

is a schematic data for are each

hydraulic Table 4-5.

servo-actuator The forces

presented stage

in were

necessary

to operate

the

valves

obtained

from

Thiokol.

4. 6 Power used

THIOKOL system for the

HOT designs gimballed

GAS

VALVE for both nozzle

POWER stages TVC

SYSTEMS of Configuration Since the III are forces similar necessary to those to

systems.

HYDRAULIC SERVO-VALVE

PLENUM CHAMBER

HYDRAULIC PISTON

FEEDBACK CAM PINTLE

ORIFICE

TELEMETRY TRANSBUCER

NOZZLE CASE

Figure 4-18. Hydraulic Servo-ActuatorHot-Gas Pintle Assembly

i, h

4.27

Table THIOIiOL HOT GAS TVC

4-5 DESIGN DATA

SERVO-ACTUATOR

Configuration 260-in. Items First -diam Stage

III -diana Stage

156-in. Second

Secondary Secondary Actuator Actuator Actuator Hydraulic Hydraulic Maximum Number Servo data

injection injection data

pintle diameter orifice diameter

(in.) (in.)

6.8 6.0

5.4 4.8

stroke (in.) area (sq in.) supply press (ib/sq in.) return press (ib/sq in. ) actuator stall load (Ib) of servo-actuators

i. 575 5.6 i, 800 Z00 8, 960 16

i. IZ5 2.7 3,000 2OO 7, 560 8

Servo-torque Servo-torque Servo-valve Servo-valve Servo-valve Actuator

motor motor torque torque flow

rated current (mA) input impedance (ohms) limit (in. -ib) motor gain (in. -ib/mA) cu ( in. /sec_ "i_."--i_ "" gain (in. -ib/in. )

50 i00 0. 076 0. 050 413 i. 43

50 I00 0. 0205 0. 050 370 2.00

gain

piston

feedback

move system, Figures the

the

actuators the 4-19 flow and

are rates 4-Z0

much

lower

than the hot

those gas

of the pintle

gimballed much

nozzle lower. stages

TVC

to actuate show flow

are

rate

requirements The system

for both leakage but

during

period when

of maximum compared stage

fluid demand. to the and

flow there

appears are 16 actua-

large tors

gimballednozzle second, Of the 4-6 shows

values, each same the

in the first

8 fn the

incorporating size maximum as

a triplein the

redundant, gimballed for both

first-stage nozzle stages design. of the

servo-valve Table

that used flow

requirements

launch

vehicle.

One

Zeus

power for

unit

is adequate two

to furnish complete to i/4

the

first-stage are used

flow

demands; The nozzle

however, accumulator design.

redundancy, reservoir

units

in parallel. for the gimbal

is reduced

of that used

4-28

120

,L

7'

ioo

8o
P_

6O

0 p_ c) t-t

:::iii 4O

..........

LIMIT':FLOW

!{i'!":'; :i ...............

:'

_........

;:

'; ........

cI

2O

69.0 FLIGHT TIME,

70.0 (SECONDS)

Figure 4-19. Hydraulic Flow Requirementsfor Thiokol Hot Gas Design- 260-in.-Diam SRMFirst Stage

40

;;!!::iiiii'i!F':i:

3O

iii!i

r)

2O
o r_

10

0 0 1.0 FLIGHT TIME FROM 2.0 SEPARATION, (SECONDS)

Figure 4-20. Hydraulic Flow Requirementsfor Thi0k01 Hot Gas Design 156-in.-Diam SRMSecondStage

4-29

Table MAXIMUM FLOW

4-6 RATES REQUIRED

, J

Configuration Z60-in. Items First -diam Stage

III 156-in. Second -diam Stage

Actuator Limit Duty

leakage cycling

4Z

cu

in. /sec in. /sec in. /sec

iZ. 5 cu

in. /sec

5 cu 77 IZ4 cu

Z. 0 cu in. /sec 17. 0 cu in. /sec 31. 5 cu in. /sec

cycle Total

cu in. /sec

An

8. Z-hp

pump

with

a fluid flow leakage

capability and limit

of 18 cu cycling

in. /sec Two

is used pumps

in the operating

second

stage

to provide installed to handle

flow. An

in parallel in the system

are

to increase peak flow

reliability. demands.

accumulator

is installed

4.

VICKERS

WARM control

GAS

PNEUMATIC installed of warm in the gas

VALVE outlet (Z, 000F) of the gas generators, through the of the valve of the gas in are

Pneumatic used to

valves, the which mass are

proportion orifices An an

flowing

injection throat. positions flow evenly

located

in the

main

nozzle

downstream control

electrical open

command spool

signal to provide Anull

to the

pneumatic

center

a proportional signal from to the the

modulation servo results

to two

injection the

nozzles. continuously signal

input gas

splitting An

flowing the gas valve

generator increasing

to each the gas At flow the

injector. to one maximum gas flow

off-null and

causes the

spool flow

to move

injector

decreasing one side

to the

opposing closed,

injector. and

signal, is ported A

of the one

is completely causing maximum

the total of the and is a in

to only torque

injector, responds

deflection electrical feedback valve. rate To

thrust feedback

vector. signals

motor

to resultant flapper. pneumatic pneumatic The

command torque obtain

to position output from

a yoke-type

proportional
%= ,:2. _ ., , =

to the output

pressures the control

of the valve,

proportional

is incorporated

I ! 'ii_

4-30

the

main

stage.

The in Four 90

output

pressure balance on

differential the are used spool used in the and and

is creating per

applied

across

the

main

spool spring stage valve opposing

resulting rate. and two

a force 140 Ib/sec from

a positive axis in Each gas

pneumatic the first

Ib/sec valves its

valves are own

control stage. the

second controls 4-ZZ

control to piping The circum45 .

receives

gas

generator 4-ZI and are the

flowing

injection between

orifices. the

Figures injectors

show

the

general valves. the

arrangement 16 first-stage of the

pneumatic ZZ-I/Z injection

control apart orifices

injection nozzle.

orifices The 8

located

around are

ference

second-stage

spaced

/ i_ '_ _

4. 8 Table the

TVC 4-7 156-in.

SYSTEM

WEIGHT weight the summary -diam system, system. of the hot stages. and gas TVC 4-8 system for both

is a detailed -diam for and

Z60-in. TVC TVC

Table Table 4-9

is the weight sum-

summary mary

the warm gimbal

gas nozzle

is the weight

for the

PNEUMATIC CONTROL VALVE 8 REQUIRED- 140LB/SEC ., --, _ j / INJECTION ORIFICE 16 REQUIRED PITCH AXIS

Irav
J

YAWAXIS

:.

.L

WARM-GAS DIICTING 4-IN. DIAM 0.20-IN. THICK.

Figure 4-21. Warm Gas Ducting for the 260-in.-Diam SRM First Stage

4-31

PNEUMATIC CONTROL VALVE 4 REQUIRED-90LB/SEC

i" I i.i ,

AXIS i ',i.,
_i ii/_

INJECTION ORIFICE 8 REQUIRED

B 1

WARM GAS DUCTING 3-IN. DIAM 0.18-1N. HICK T

_YAW

AXIS

Figure 4-22. WarmGas Ducting for the 156-in.-Diam SRMSecondStage

Table HOT GAS TVC SYSTEM 4-7 SUMMARY (LB)

WEIGHT

Items

Z60-in. -diam

156-in. -diam

Zeus

power

unit (8)

Z8Z 1,680 528 3,000 92 NA NA 226 5,808 25,220

NA 720 180 600 73 65 Z6 91 1,755 3,135

Servo-actuators Oriffces Plenum AC pump (8) chamber

and motor

Battery Accumulator
i "

Fittings and mounts Total system

:i_:_II k i

weight propellant

Allocation

of main

_ _._i b

4-32

%.

Table WARM GAS TVC SYSTEM

4-8 WEIGHT SUMMARY (LB)

_!;,

Items

Z60-in.

-diam

156-in.

-diam

Propellant Control Ducting Orifices Fittings Total

i i

containers valve s

and

insulation

Z4, 96O IZ, 800 i, 6OO 607 14, 31Z

I, 624 Z, 560 Z96 Z40 780 5,500 8,788

and

mounts weight loaded 54, Z79 10Z, 352

system

Propellant

Table LOCKSEAL TVC SYSTEM

4-9 WEIGHT SUMMARY (LB)

Items

Z60-in.

-diam

156-in.

-diam

Lockseal Zeus power

assembly package (Z)

5, 949 400 NA

46 3 NA 14Z NA 28?. 156

Electric Ground

pump i01 power pump (Z) NA 66O

Accumulator Actuator Actuator Hydraulic

<

reservoir

support fluid

ZOO 74 NA 5Z IZ0 58 i, Z73

B atte ry 116 Hydraulic Total line mounts weight and fittings 7, 500

system

:<i /ii _ _
_ i<!. i! !

4-33

_ ii

,i _

4. 9 A

ELECTRONIC

DESIGN solid-fueled, navigation, vehicle and launch vehicle and requires control an instrumentation data transand situations. modifi-

multistaged,

unit

(IU) to provide between

guidance ground

signals,

mission monitoring The IU

stations, and

tracking, detection on the

checkout of emergency Saturn

of vehicle

functions

in orbit,

described required vehicle;

herein to permit it can be

is identical

to that used

V with

cations
,] , ij,_

full operation a separate assembly, data adapter

of the two-stage a stage-integrated

solid-fueled unit. computer computer It con-

launch tains

unit or

an

inertial

platform

a launch-vehicle (LVDA), digital and

digital

(LVDC), and
, i_ _,

a launch-vehicle gyros. The

a flight-control performs position

rate

launch-vehicle and control

computer The

computations and velocity

for navigation, of the vehicle ments input with

guidance, is obtained

functions. of combining

by means

accelerometer This the information required

measureis the TVC stored the

computed

gravitational computations cutoff LVDC. time The

acceleration. which determine

to the guidance and engine of the

orientation in the memory inertial attitude guidance,

according inertial

to the. guidance platform assembly data, for

scheme provides and

reference measurements and

coordinates, with

integrated respect

acceleration coordinates

vehicle

to those

navigation,

control

of launch

vehicles.

Control control attitude comparison from and

of the and

launch

vehicle control

can

be

divided For the

into two attitude desired correction

categories, control, vehicle the

attitude instantaneous This

discrete vehicle

functions. with

of the

is compared in the between LVDC. the

attitude. are

is done

Attitude existing In the combined yaw,

signals (gimbal

derived

the difference the desired

attitude

angles

angles) these sensors for the

attitude

angles. are

flight control with and signals

computer, from

attitude (rate engine control program.

,)

correction

signals

control commands

gyros)

to generate or TVC

the pitch, control generated are

roll-control Commands according to the

actuator functions These

servo-valves. in the LVDC

for all discrete to a stored selector of the

are

commands

transferred

switch

_
j

'_i I

4-34
i i , _

corresponding activates
i i: I

vehicle

stage. circuits and

The

switch

selector such The

in the addressed commanded operation

stage as

the necessary cutoff,

to perform separation. parameters

functions

engine control control

i

ignition, functions computer. switch are

stage analog

of all attitudeto the flight

requiring All

is assigned of each such

discrete-control of each upon stage. the analog

functions Analog error

stage

are

assigned

to the

selectors dependent

devices signals on

as hydraulic inthe flight

actuators control engines

_ L

generated and

computer

to operate, -diam

whereas solid stage

the turning requires

off of the voltage

roll control level

of the Z60-in. supplied by

a discrete

i _i _

input

a switch

selector.

Each

vehicle RF and

stage

is equipped and the

with

a measuring For

and

telemetry

system, of available

including bandwidth techniques frequency frequency (SSB/FM). The PCM/FM

transmitters to obtain used

antennas.

efficient three system. (FM/FM),

utilization

required stage

accuracy, telemetry

different These pulse

modulation three code are modulation/ modulation flights only.

are

in each

modulation/frequency modulation SSB/FM (PCM/FM), is employed data

modulation and single

sideband/frequency and -diam development stage path LVDA. band. The and and

in research 156-in.

telemetry to provide stage from

of the

the IU to make

are the data

interconnected 156-in. are -diam

a redundant

transmission available to the

measurements the vehicle

Telemetry All IU flight

transmitted data are

to ground the PCM from the

in the VHF system. ground

control system insertion

transmitted data

through

command for

permits

transmission

stations

to the IU

into the

LVDA.

As

in the

Saturn

IB

vehicle, stage,

the offset thereby

Doppler

tracking data

system

(ODOP) following their

is lift-

located off while

in the first other by

providing cannot "see"

immediately or

tracking multipath with two

systems preparation C-band system.

the vehicle early phase an

accuracy The

is reduced IU and

during

the

of the flight. transponder,

is equipped an S-band

radar

transponders,

AZUSA

tracking

An

emergency

detection

system On

collects the basis

special

measurements measurements,

from

each

stage

of the launch

vehicle.

of these

critical

/,i_

_,

4-35

i _

states

of the vehicle upon

which

may

require factor,

mission

abort

are

detected

and,

depending

the criticality

the initiation

of automatic

abort.

The iiu ::ki!

flight-vehicle

electronic proven has TVC

systems on been systems for stage

for

each

stage

is based Each as

on

design

concepts subsystem operate to their

of equipment of the S-IVB the candidate performance systems (Z) a switch system. conditioning

the S-IYB evaluated and

vehicle. and

electronic required data to pertaining The telemetry power

modified and

acquire

transmit and

to Earth of each

detailed consists

evaluation

analysis. and and

electronics system,

of (i) a measuring unit, power supply, and

selector/sequencer The measuring

distribution _ii! _i; __ all signal data The

subsystem

acquires prepare through consists V vehicles. and

performs sensor system.

required

to adequately stations each stage

the vehicle the telemetry

for data

transmission systems to those of their

to ground used used on on

power-supply identical because system

of silver-zinc These were The power-

batteries selected

all Saturn

proven

high around

reliability the Saturn the

efficiency.

distribution with

is designed as required systems pages

S-IVB/IB

configuration

modifications The

to operate required

given

electronic/electrical each TVC system is

system. described

electronic

to operate

in the following

of this report.

4. 9. 1 Pitch

Lockseal and yaw by

TVC commands

System for the Lockseal computer govern of the TVC system actuators are within actuators SRM actuator

provided the by

the flight-control computer position

of the IU.

Servo-amplifiers

flight-control controlling 4-Z3), stage the

the position servo-valve.

of the main-engine In the Z60-in. each yaw -diam engine servo-

(Figure on the

a single

servo-amplifier pitch

is required and

for one

(that is, The three are

one yaw

servo-amplifier control signals

amplifier). control three input

output

(gyqbyyy)

to the flightthe two servoroll

computer pitch signals

fed into are

the yaw

amplifier.

Correspondingly, amplifier. The

channels (%01%and

connected sent

to the pitch to the

961%) are

roll-control

actuator

!ib

amplifer.

4-36

?%

,_,f

FLIGHT CONTROLLER
_ i , _

PITCH SERVOoAMPLI FIER

YAWSERVO-AMPLIFIER

ROLL SERVO-AMPLIFIER

\J
j

\J

HYDRAULIC SYSTEM

GAS GENERATOR NO, 1 HYDRAULIC POWER UNIT

3

GAS GENERATOR NO. 2 HYDRAULIC POWER UNIT

AC MOTOR HYDRAULIC POWER UNIT (GSE C/O ONLY)

___

MAGNETIC-LATCH RELAY 10 AMP MODULE

ON/OFF COMMANDS_ (GSE)

GSE SQUIB POWER

GSE AC POWER

Figure 4-23.

Lockseal

Control

System - 260-in.-Diam

SRM

_ ii ':iI." 4-37

i _

On

the

156-in.

-diam

SRM and

Lockseal yaw two

TVC

system system

(Figure are used

4-Z4),

the

6 servo-

amplifiers configuration This

/ i : f

of the

pitch

control

in a triple-redundant nozzle. on

to control was

the

servo-actuators of its proven signals is used

of the main-engine capability of two to control third yaw yaw the and

scheme S-IVB. compared two

selected

because

reliability

the are

In this scheme, and signals if they

the output agree, the same one

servo-amplifiers servo-actuator. is

If these switched

disagree, The

output

of the

servo-amplifier channel.

to the actuator.

scheme

applies

to the pitch

In both maximum the

the Z60-in. output

- and current

156-in.

-diam

stages,

each

amplifier

provides valves

a of

of 50 mA

to the motor-operated

control

actuators.

4. 9. Z

Hot-Gas--Thiokol control by

TVC

System gas TVC servo-valves of the 260-in. computer, as shown -diam and a in event are SRM

Electrical is provided group Figure one

of the 16 hot

8 push-pull are

amplifiers by was a pair

in the flight-control of push-pull to provide SRM,

of 4 valves 4-Z5.

driven

amplifiers redundancy TVC

This fails.

system In the

selected -diam As The

in the

amplifier by

156-in.

the 8

servo-valves stage, output input each

driven

4 push-pull drives

amplifiers.

in the Z60-in. diode array

-diam on the

amplifier fiers

2 servo-valves. a method This whereby

of the amplito only on (+) pitch the gas TVC

provides

positive that any side,

current faults and

will be

servo-valves. (+) side system, but from never one will not

will ensure

in the

servo-valves On

affect

the negative drive the the

vice

versa.

the hot or the

the amplifiers both sets,

servo-valves Lockseal

in one amplifiers

quadrant drive

other,

whereas

each

servo-valve

extreme

to the other.

Controls from

to the

Z roll-control servo-amplifier

engines dividing the

on

the

Z60-in.

-diam

stage valves

is provided of the roll

a single

the

Z servo-control outputs actuators

roll-control signal, plane. S-IVB, S-IVB both

actuators. servo-control 156-in.

When

servo-arnplifiers will move their

a positive

valves stage,

into the + roll to that of the operating is Under the full

In the with APS

-diam

roll control

is identical

the flight-control relay of the package. stage

computer Gating

roll-control for

amplifier roll control

of all gases

disciplines

switch

selectors.

4-38

FLIGHTCONTROLLER PITCr SERVO-AMP LIFIERS

;

YAWSERVO-AMPLIFIERS

SERVO-AMPL! FIERS

ii

i i i_

SERVOVALVES ACTUATORS I

SERV_ VALVES ACTUATORS

APS RELAY PACKAGE

DCMOTORDRIVEN HYDRAULIC POWER UNIT NO.1

DC MOTORDRIVEN HYDRAULIC POWER UNIT NO.2

_GSE ON-BOARD BATTERY SOURCE DC POWER

Figure 4-24. Lockseal Control System - 156-in.-Diam SRM

4-39

8 AMPLIFIERS

PAMPLIFIER

!
T ,.

i
I

VALVE SERVO-

PITCHACTUATOR NO.1 ! +

SERVOVALVE

! --

PITCHACTUATOR NO.1

PAMPLIFIER

T__i

VALVE SERVO-

I +

PITCHACTUATOR NO.2

mJ m_l

VALVE SERVO-

! --

PITCHACTUATOR NO.2

T
PAMPLIFIER

"1i
T t.
nJ v|

VALVE SERVO-

! +

PITCHACTUATOR NO.3

VALVE SERVO-

PITCHACTUATOR NO.3 ] _

T
PAMPLIFIER

"' i
IA

VALVE SERVO-

I +

PITCHACTUATOR NO.4

! i

VALVE SERVO-

PITCHACTUATOR NO.4 I--

AMPLIFIER ROLL

T
NOTES:

SERVO-VALVE I

SERVO-VALVE I

(1) ALL 4 PITCHACTUATORS RE LOCATED + A IN A GROUP 1 QUADRANT. IN (2) ALL 4- PITCHACTUATORS ARELOCATED180 FROM THE+ PITCHACTUATORS. (3_ THE YAWPITCHACTUATOR-AMPLIFIERYSTEM S IS IDENTICALTOTHE PITCHSYSTEM

Figure 4-25. Hot Gas Control System - 260-in.-Diam SRM

4-40

]_ i

'

4. 9. 3
_ _ i! I:_

Warm

Gas -diam

TVC SRM warm gas for TVC electronic of pneumatic pitch attitude signals. spool control valves control By system is driven signals, inserting moved by and a posito the of

In the Z60-in. (Figure i iI an the tive i % I positive current error output 4-Z6),

torque Two

motors

a pair

amplifier. other error two

of the four provide torque

provide

amplifiers to the

yaw-control motor, in direct

signal end by

the valve

will be

of the valve the amplifier.

relationship

to the amount

The

156-in.

-diam

SRM

warm

gas

TVC -diam

electronic stage. on

system Each

(Figure

4-27),

operates
, _iii i _

identically is driven bv

to the an

Z60-in.

of the pneumatic -diam stage.

valves

electronic

amplifier

the

156-in.

Roll single

control

for

the Z60-in.

-diam the

SRM two

warm

gas

system

is provided

by The

a on-off

servo-amplifier required selector amplifier

driving

roll-control burn engines stage,

servo-valves. is provided roll control driving two by

function switch a single

of these unit.

continuous

the

stage by Units.

In the

156-in.-diana

is provided S-IVB APS

in the system These

flight-control for the

computer

The TVC

roll-control schemes.

156-in.-diam may be

stage on

is identical a demand

in all three basis only or

APS

units mode

operated + roll,

in a continuous of operation

operation throughout

providing

- roll, stage.

or propulsive

modes

the powered

flight of that

To

monitor

and

evaluate each

the stage

critical

parameters with

of the a measuring All

stage and

by

ground

mission system to ground telemetry transmit

control, including through system. such

is equipped and coded

telemetry

transmitters the pulse The as

antennas.

flight data

is transmitted (PCM/FM) to system,

modulated/frequency telemetry to the system operation

modulated will be of the utilized stage

PCM/FM

data and

that pertaining

TVC

roll control,

so forth.

4.9.4 An

Power

Profile of the power is described systems below. of each of the three candidate TVC systems

analysis

for each
i _ _i __

stage

,%

_j,

4-41

PITCH VALVE NO. I

: iII_ _

AMPLIFIER NO. 1_
| v.

i+PITC H .-PITCH PITCH VALVE NO. 2

+ PITCH

PITCH VALVE NO. 3 + PITCH

AMPLIFIER NO.2_

--PITCH PITCH VALVE NO.4

YAW'VALVE NO. 5

!+

ITCH

AMPLIFIER NO. 3

YAWVALVE NO. 6

-YAW l+YA w

YAW VALVE NO.7

AMPLIFIERNO.4
YAW VALVE NO. 8

ROLL AMPLI FI ER _ _ACTUATOR NO. 1

I+ YAW - YAW

_ACTUATOR

NO.2

Figure 4-26.

Warm Gas Control System - 260-in.-Diam

SRM

4-42

PITCH VALVE + PITCH AMPLIFIER NO. 1 PITCH

-- PITCH

i_

_i_ ii_ i _
i

PITCH AMPLIFIER NO.2

- PITCH

PITCH AMPLIFIER NO. 3

-- PITCH + PITCH

PITCH AMPLIFIER NO. 4

+ PITCH -- PITCH

ROLL AMPLI FI ER

A-PS RELAY PACKAGE

ROLL

Figure 4-27. Warm Gas Control

System - 156-1n.-Diam

SRM

4-43

4. 9.4. An gas

Lockseal of the

and

Hot

Gas and an electrical 200 systems W for pump for the the first power Lockseal stage and and 150 hot W An the

analysis TVC

electronic requires

systems second 300

estimated

for the estimated hydraulic Operation

_'i ?_ _

stage, W,

excluding

the hydraulic Z0 sec, is This

requirements.

expended of the 2 dc

within

required occurs

to pressurize just prior

system of the

second

stage.

to separation. requires are

motor-driven Battery

pumps and

in this hydraulic weight

system stages

i_ i

i00

ib of battery 150 Ib,

weight.

support

for both

50 Ib and

respectively.

Ignition i_ il SRM

of the

260-in. by and

-diam

SRM battery

is by

GSE

power This

while

the

156-in.

-diam

is ignited

on-board TVC

power.

is common

to all vehicle

configurations

systems.

4.9.4.

Warm

Gas initiating The squibs 4 gas from with GSE power of the power switch unit. ignite second base the 8 gas are generators initiated by device from in

Electrically the

first stage.

generators the vehicle

stage

switching such the as

a current a squib

through relay

a protective controlled

switch.

This

current sequencing

will be

switch

selector-guidance

The 250W,

electronic and 175

equipment to ZOO number An W

power for the

requirement second stage.

for

the The

first stage differential

is Z00 is the

to result systems

of the used ments

different in each of both

of pneumatic estimated

valves

and

different will

roll-control supply the

stage. stages.

50 Ib of batteries

require-

4. 9. 5 To be

Data

Acquisition the TVC systems during prelaunch, launch and postlaunch, A summary require second; first and it will of

evaluate necessary

to monitor

certain indicate

instrumentation that the stage Lockseal

parameters. TVC system

critical

measurements

will

74 measurements the warm and second gas TVC

for the system

first

and

_ 62 measurements and hot _ gas 74 measurements TVC A system listing and 4-1Z,

for the

requires and 62

-_116 the

on the and first-

stages,

respectively; = 88 and

ii

second-stage measurements of electronics

measures are data

respectively. 4-i0, 4-II,

of these and a summary

presented for all TVC

in Tables systems

is shown

in Table

4- 13.

4-44

/C

< _,

i_

Table ::/_<; i :% : %:! CRITICAL MEASUREMENTS

4-10 FOR LOCKSEAL TVC SYSTEM

i'i!_i:_, _ _!:,
Equipment

Number Measurements

of

260-in. Gas generators Temperature Flow rates Valve position (Z) and

-diam

pressure

8 2

6
IZ

5,

i:_> : i i/I

Hydraulic (Z) Temperature and pressure Hydraulic valve position Nozzle : thrust (i) and pressure

16
8

Temperature Actuator (2) Position Hypergolic Valve engine position

2 (Z) and pressure temperature and 4 4 pressure 2 Z 2 74 156-in. -diam

Engine temperature Fuel and oxidizer Flow rates Actuator position

Dc

motor Current RPM

generator (Z) and voltage

4 2

Hydraulic system (Z) Temperature and pressure Hydraulic valve position Nozzle thrust Temperature Actuator Position Hypergolic engine Valve position Engine temperature and I-lypergolic temperature Flow rates Nozzle Nozzle
< ", <

8 8

(i) and pressure 8

pressure and pressure

te.mperature valve

4 4 8 2 6 6

62

4-45

Table CRITICAL MEASUREMENTS

4-i FOR

1 WARM GAS TVC SYSTEM

Number
'i ,i _ _

of

Equipment

Measurements

260-in.
if

-diam

Gas

generators Temperature Flow rates Valve Nozzle

(8) and

pressure

position temperature

32 8 16 16

Hydraulic (2) Temperature Hydraulic Main thrust

and valve

pressure position (i) pressure 8

nozzle and (Z)

Temperature Actuators--roll Position

Hypergolic engines (2) Valve position Engine temperature and pressure Fuel temperature and pressure Flow rates

4 4 8 Z 116

156 -in. - diam

Gas

generators Temperature Flow rates Valve Nozzle

(4) and

pressure

16 4 8 8

position temperature (i) and pressure

Nozzle

thrust

Temperature

_i

Hypergolic engine (Z) Valve position--fuel solid Engine temperature and pressure I-lypergolic temperature and pressure Flow rates Nozzle Valve temperature position of thruster

4 4 8 Z

6 6
74

4-46

! i_i: : iii :il Iiii_ !i:__:: _ :,i

ii _

Table CRITICAL MEASUREMENTS

4-12 FOR HOT GAS TVG SYSTEM

Equipment

Number Measurements

of

260 -in. -diam

Gas

generators Temperature Flow rates Valve position

(Z) and

pressure

8 2

Hydraulic (2) Temperature and pressure Hydraulic valve position Control valves Position Nozzle--main Temperature Actuator--roll Position Hypergolic Valve (16)

12

16

16
(i) and (Z) 2 (Z) pressure and pressure

pressure

engine position

4
4

Engine temperature and Hypergolic temperature Flow rates

8
2 88

156-in.

- diam

Dc

motor pumps Curr ent and IIPM

(2) voltage

4 2

Hydraulic system Temperature Hydraulic Nozzle--thrust Temperature

(Z) and pressure position

valve (i) and

8 8

pressure

Actuator, roll (Z) Position Hypergolic engine (S-IVB (Z) Valve position Engine temperature and pressure I-lypergolic temperature and pressure Flow rates Nozzle Nozzle temperature valve position

4
8 2

6 6 62

4-47

: '

< i < i iij,<!%< i _ lk_ _i

4_ 00

Table ELECTRONIC

4-13 COMPARISON

Lockseal Z60-in. -diam 156-in. -diam Z60-in.

Warm -diam

Gas 156-in. -diam Z60-in.

Hot -diam

Gas 156-in. -diam

Systems

In s trum

ent ati on

(e stimate d number of parameters) 75 to 80 60 to 65 115 to IZ0 75 to 80 85 to 90 60 to 65

Power Electronics GSE complexity of modification (lowest easiest Battery number change) weights 1 50 ib 150 Z ib Z00 to 250 W 150 to Z00 W Z00 to Z50 W 175 to Z00 W Z00 to Z50 W 200 to Z50 W

6
50 ib

5
50 ib

4 50 ib

3 50 Ib

4.10 The

FIRSTprimary

AND purpose

SECOND-STAGE

TVC

SYSTEMS reliability

RELIABILITY analysis application and effects, was

ANALYSIS to selected

of this preliminary the firstrespect and

independently TVC. The

evaluate results--with and

second-stage modes in the

of the

to failure summarized

mission paragraphs.

criticality,

confidence--are

following

4. i0. i The

Gimbal

Nozzle TVC

TVC system, consists as presently of four conceived for either which a firstare or

gimbal

nozzle

second-stage (I) the and and Lockseal

application, element, control

major power

components unit (HPU),

(Z) a hydraulic network. is the The method

(3) servoactuators, between the firstpower first stage. which

(4) an

electrical

main

difference

second-stage

application

for providing

hydraulic pump

is a gas-propelled, stage Other and an

turbine-driven, driven, with

fixed-displacement variable-delivery respect to sizing pump and

for the the

electrically are

for duty

second

differences

mainly

cycle.

The

reliability major or

analysis component

of this with

TVC respect

system to the

evaluated design

the

basic

failure

modes to

of each eliminate From the and

features

which

tended

at least

significantly evaluation, and the

reduce

their

probability

of occurrence. of complexity, configurations to be

the status

results

of this

in addition

to the factors of similar

of technology, the first

reliability of the

history system

applications, for the

flight stage

reliability and

is estimated

0. 99879Z

0. 99884

for the

second.

The

Lockseal

consists

of an

elastomeric metal

seal

(which

is a bonded rings),

sandwich and aft

arrangement metallic element boot

of elastomer flanges, and an

and

reinforcement boot. and the The primary

forward modes

insulating breakdowns erosion.

failure

of this

are

(I) structural by heat and

(Z) burn Zockseal

through

of the

insulating a safety on the failure

caused

Since will

is essentially of the design Based contract being or

structural margins reliability modes are

element, and materials

its reliability compatibility by and

be a function the

with

environment. NASA are

analysis well

conducted

Lockheed adequate

under measures

these

recognized, high

will be

instituted

to ensure

reliability.

4-49

The

servo-actuators The major and

are

similar

to those are

developed

for

use

in the

Saturn

i_

Program. requirements flow-control such high

modifications

(I) to accommodate

different majority

stroke

(2) to incorporate The as basic

a triple-redundant, design, which feedback system primary

voting,

servo-valve. reliability features

presently and uses

incorporates load-

mechanical This TVC The

a hydraulic two

damping one each

network, in the

is unaltered. pitch are and yaw

servo-actuators, modes change of a or main-

planes. of the and

failure to either

servo-actuator tain the when position

(I) failure

servo-valve (2) failure of similar

of the actuator Failure most

of the items

actuator indicate

to respond that the (that is, the is

commanded. is the

histories

servo-valve S-IVB

unreliable have

element

of this component of I, 200--I, i00

servo-actuators to the

a criticality With

of which

attributed by the

servo-valves). known with as majority

this in mind, This

redundancy valve voting by

is provided

technique

voting.

is a three-stage first-stage channels.

hydraulic Majority responding channel The from piston tration

amplifier voting

three on

parallel,

majority agreement

is based

automatic

a majority the ability

before of single signal. jamming oversize

to a given

command, or

thereby inadvertently

eliminating respond failure

to fail the

system

to a spurious because of spool by

probability particle areas

of secondcontamination

or third-stage or

manufacturing in addition

burrs

is reduced

and

high

applied

forces

to well-designed

fil-

techniques.

The the

First-stage Nike Zeus

HPU Program.

is essentially The TVC

the

same

as

one

designed two of one are

and

developed units not

for

system

incorporates failure

of these unit does

manifolded affect

together

in such Based on

a manner their

that the

the other. 98%

capability,

these

units

redundant failure The modes

throughout would stage pumps

i 4,

of the flight. in nature,

Therefore, such as

the only burst or

single-point through. dc-electric, For most

be HPU and

structural consists an

burn

second-

of redundant,

battery-powered, assembly. can loss by the

motor-driven mission, the

accumulator reservoir and

reservoir pump

of the

accumulator redundant. failure

i

assemblies of mission is reduced

be

considered of the

triple single

Thus,

the probability elements

because

of one

of these

conditional

probability

4-50

of encountering similar mentioned

the

failure and

prior

to staging. such

Based as the

on

the

history and the

of afore-

configurations conditional

applications, high

S-IVB be

probability,

reliability

can

achieved.

The

electrical the

requirements

for the squibs of the

first-stage

TVC

system gas

are

power

for

firing and are the

dual-initiator signals for the

solid-propellant The assemblies will be

generator

(SPGG)

command power

to the

servo-actuators. pump both and

second-stage and command by to be each

requirements signals silver-zinc a function of to

dc-motor-driven Power for

servo-actuators. while For both primary

stages control

provided

batteries, anlU. redundant only

guidance

is assumed (one for

stages,

six servo-amplifiers, channels) associated these

of the tripleThe and flight prior to

first-stage

servo-actuator are those

will be with are

incorporated. supply considered 6 sec delay.

single-point

failures

power not

distribution. critical stage since

However, SPGG

for the start-up

first stage

is programmed would only

approximately result in launch

ignition;

therefore,

failure

It should contributes

be noted

that the

Lockseal,

which

is the

gimbal-bearing both the firstthat based

element, and Lockheed's on the status

in excess TVC

of 80%

of the unreliability However, if it can

for be

second-stage current

systems. assessment and

assumed

reliability

is a conservative is not inherent

estimate in the

of development reliability

technology can be

concept,

then

significant

growth

expected.

4. I0.2. The

Hot

Gas

Secondary analysis

Injection of the Thiokol hot-gas secondary injection of the major This TVC TVC

reliability

system

considered with

the integral respect to both

functional firstwill and

relationships second-stage of (i) hot

components system,

success. gas injector

as presently orifices,

conceived, (3) hydraulic the

consist

valves, The size and

(2) injection basic number

servo-actuators, and second-stage

and

(4) an HPU. is the

difference

between

first-

designs

of components

required.

This the

system first as

incorporates and

16

servo-actuator second. the proper Each

injector-valve assembly The

assemblies

for act-

stage

8 for the to provide

is independently servo-actuators

uated

required

TVC.

4-51

incorporate

both triple-redundant

servo-valves

and mechanical

pisto-position feedback to improve reliability by protecting against the failopen mode which could result in mission degradation or even mission loss. This failure mode is of primary concern since it is a single failure point for each of the injector-valve assemblies. The effects of this failure mode would be induced pitch or yaw disturbances which would have to be counteracted by a flight-control command to open additional injectors. Depending on the magnitude of these induced disturbances and whether they are additive or substractive from the environmental disturbances, launch success could be seriously degraded or even aborted. It should be noted that this failure mode is not only prevelant with respect to the servo-actuator but also with respect to the valve pintle and its associated orifices. A pintle sticking open or an orifice burn through would probably result in the same effect. The main reason for concern is the number of these servo-actuator injector-valve assemblies involved (16 on the first stage and 8 on the second, any one of which failing in this mode could have these results). Since the system is designed for worst-case control conditions, the failclosed mode for any one assembly is only of concern if these specific control conditions are present. These conditions are analogous to the probability of a double failure, that is, the worst-case control conditions must be present on the same flight that involves a fail-closed servo-actuator injector assemblies. for one of the

The HPU_s for both the first and second stages are essentially the same as those proposed for the first and second stages of the Zockseal system. The first- and second-stage electrical power requirements are also essentially the same as for the Lockseal system. However, the control network is somewhat different. The control scheme is to be orthogonal in nature and will consist of diode arrays which will control positive and negative electrical inputs to appropriate pitch and yaw actuators. The critical failure mode is an electrical failure which results in an error signal commanding the injector valves open. This failure mode is similar in effect to the fail-open mode for the servo-actuator injector-valve assemblies previously described.

4-52
..... :: _ ';

Based

on the

results

of the

reliability

analysis and

of this system, 0.995044 and the for the number

the

estimated As

reliability expected,
i I _

is 0.991409 because

for the status gas

first stage

second. of injector

of the the hot

of technology is the major

valves

required,

valve

contributor

to the

system in this technology manu-

unreliability. area
i,

Therefore, be effective.

any

effort

toward

reliability

improvement in the

would with

Furthermore, through should

normal experience, also

progression

coupled facturing, growth. the

the

elimination, errors,

of initial design, significant will always cause system

and

testing the

provide system can

reliability be limited by

However,

reliability

of this

number

of independent

components

that

failure.

4. i0.3 The

Warm

Gas

Secondary Vickers

Injection warm-gas secondary injection among control and TVC system solid pro(3) the (3) the and is

reliability

of the

dependent pellant injection with the gas

on the

integral

functional (Z) the

relationships flow power

(I) the servo

generators, and

pneumatic electrical

valves, valves, the first-

orifices, other TVC

(4) the

control between

systems,

the

basic and

difference number which flow input

second-stage A typical for

application assembly

is the

size

of components continuously control guidance The the

required. supplies warm which signal SRM SRM

consists injection gas

of an SPGG to a pneumatic to an

gas ports to

secondary

servo-valve command Z60-in. -diam -diam

the injectant geometrically requires

proportional opposed

two

injection assemblies

nozzles. while

first second

stage

8 of these 4.

156-in.

stage

requires

Each The or

of the

system can

components

have

failure

modes

that are

mission or

critical. flow, or

generators burst or burn

fail to ignite, Failure

fail to supply to ignite because resulting is obviously system may not has

adequate

pressure adequate can be

through. for the

or provide start-up only more been

pressure programmed delay for if a the

flow prior

is not

critical

first stage thereby mode the or launch by

to mainstage occurs. stage. control depending

ignition, This failure

in a launch significant designed

failure second flight

:[

However, conditions, on the

since it may

for

worst-case or

result

in mission Therefore,

degradation the

loss

specific

conditions. considering

probability of

of mission

success

is increased

the

conditional

probability

4-53

failure

during

a mission failure for for each mode, of

requiring however, IZ gas

maximum is

flight equally

control. and

The

burst

or

burn-through catastrophic
/ i

critical This be

possibly mode would also

the

generators. It would failure mode.

failure

be to IZ

significant completely gas generators point.

manned

missions. this

difficult Therefore,

if not

impossible of the single

protect

against

each

presents

a mission

critical

and/or

catastrophic

failure

The valve.

injectant This

flow-control valve, as

valve presently feature

is

a proportional does in high

two-stage not incorporate hydraulic

pneumatic the triple-

designed, present

redundant
/

majority-viting However, pointed unreliable or over valve are it does out, and

current reliability indicate modes

s ervo-valve feedback. are to

designs. As

incorporate failure their to an not

pressure that are

previously

histories

servo-valves (I) failure

inherently respond Since'this modes of ance hot

primary input protect

failure signal and

response design does

(?.) inadvertent these failure

response. modes, the failure these mode

against

considered for this from this the

single system, a valve condition

failure like the

points. hot in an result gas

Furthermore, system, is an position.

concern

induced Also,

disturblike or the

resulting gas system, on

failure could of the

off-center in mission

degradation in conjunction do

abort with

depending the the hot natural

magnitude

induced

disturbance The injection through of lower as

environmental problem This (Z, 000F

disturbances. with is respect to

nozzles is present

not with

present the

significant gas orifices.

burn

primarily

because

injectant

gas

temperatures

versus

5,800F).

The

electrical

control

signals

to to

the

valves and

is

provided control

by commands spurious design,

redundant from signals any one

push-pull the IU.

servo-amplifiers Of primary concern

responding are

guidance failures are of

electrical the valves an

inducing a simplex

to the spurious

servo-valves. or error signal

Because will

induce

inadvertent

response.

i_

>

4-54

Based

on the

results

of this analysis, TVC systems

the

reliability

of the

Vickers and

warm

gas for

secondary firstcontrol and

injection second-stage are 70%. offers considered

is estimated

at 0.988937 As

0.993959 the

applications,

respectively. to system

expected,

flow-

valves

the major

contributors

unreliability,

contributing

approximately servo-valves should be

Incorporation the as potential a future

of triple-redundant, for significant

majority-voting improvement and

reliability

modification.

4. ii Table second-

REL,IABILITY 4- 14 presents stage TVC

COMPARISON a comparison applications. of the reliability estimates for firstand

4. IZ The

DEGREE degree

OF

DEVELOPMENT that by been Many their exists for each of the candidate TVC system

of development is best described have tests. from have

concepts All

the

extent

and

nature

of the testing for some by time the TVC

program. and have a

of these

concepts

under tests own

development were

history

of hardware resulting contracts 4- 16,

performed

system

contractors development Tables

development an extensive

program, series from

and

government

provided

of test data. government

4- 15,

and

4- 17 show only.

test data

resulting

development

contracts

Table Thiokol

4- 15

show

lockseal Bearing,

test data which designs.

as

well the

as same data

the

results

of a test of the used for the they

Flexible

uses

principle are

development

of Zockseal

These

presented

because

Table TVC SYSTEM RELIABILITY

4- 14 COMPARISONS

Lockseal Items Gimbal Nozzle

Hot

Gas

Warm

Gas

Secondary Injection

Secondary Inj ection

First-Stage Second-Stage

0. 998792 0. 998840

0. 991409 0. 995044

0. 988937 0. 993959

4-55

......

_.

.........

......

Tab FLEXB EARING

Motor

Test No. / Used/Test

Date

Throat Diameter tin.) Z. 308

Deflection Omnidirectional

Maximum Chamber Pressure (psia) 6Z0

Burn Time (sec) 58

Maximu Deflecti Angle (deg) 4. Z

36-in.-diam Char Motor(1)/8-Z7/65 (AFRPL)

Z.

36-in.-diam Char Motor/10-8-65 (AFRPL) 84-in.-diam Motor/Z-11-66 Char

Z. 308

Omnidirectional

6ZO

125

3.9 3.3

3.

8.40

Omnidir

e ctional

560

37

4.0

4.

36-in.-diam Char Motor/5-10-66 (NOL)

1. 50

Single-Plane Actuation

1, 410

31

15 15

5.

36-in.-diam Char Motor/i-Z6-67 (NOL)

1. 50

Single-Plane Actuation

Z, 450

Z5

6.4

6.

Modified Minuteman Test Motor (TU-437)/ 3_Z3-67(Z) (Poseidon) Modified Minuteman Test Motor (TU-437)/ 1967 (Poseidon) Modified Minuteman Test Motor (TU-437)/ 1967 (.Poseidon) NCI-Conducted Tests

ii. 56

Omnidir

e ctional

7 Z0

56

7.

11. 56

Omnidir

e cti onal

7Z0

56

8.

ii. 56

Omnidir

e ctional

4Z 0

56

9.

Z. 51Z

Single-Plane Actuation Omnidirectional

700

33

i0.

156-in.-diam/5-Z6-67

34. 54

656

77

>3

(1) (Z) (3)

Char Based Tests

Motor is an endburning on "Preliminary Data" 1 through 9: Lockheed;

gas generator utilizing from Project Engineers' Test 10: Thiokol.

propellant without trip report.

curatives.

4-56

(il/! i

,' ',.i

4-15 'IRING HIS TO RY

'_ _::. _

Maximum Rate (deg/sec)

Maximum Torque (in. -ib) Actuation System Remarks

3.95

6, 500

Hydraulic actuators / linear displacement tr an sducer s/ele ctrical s ervovalve controls Same as above

Satisfactory test. 689 Q-I, AFRPL

LPC Report TR 65-108

No.

3.85
i%) !::

8, i 00

Satisfactory test. LPC Report 689 Q-Z, AFRPL TR 65-173

No.

:i:i_ _ _ ii/i > 4.0 43,000

Same

as

above

Burnthrough in exit cone at 37 followed by exit cone ejection. Zockseal successful. LPC Report No. TR-65-Z43 689 Q-3, AFRPL

sec,

320

+3,350

Same

as

above

Lost

nozzle

throat followed Lockseal

insert by

at

16. 4 sec, insulator.

throat functioned

satisfactorily. LPC No. 689-F, AFRPL 135 +9,400 Same as above

Report TR-66-11Z

Actuator linkage failed as a result of chamber overpressure and consequent buckled seal element. LPC Report No. 689-F, AFRPL TR-66-11Z Apparently satisfactory test.

13.0

32,400

Same

as

above

13.0
%

45,000

Same

as

above

Apparently

satisfactory

test.

13.0

45, 000

Same

as

above

Apparently satisfactory test. No published reports (Z)

mm_

Z, Z00

Linear

electric

actuators

Approximately 9 tests at NCI; Lockseal 100% LPC Dwg 201010, NCI

conducted successful. DO Z0001Z. Report 1967.

(i>

i .'.:Approx
} , :,

Z4

i, 640, 000

Hydr

auli c

Satisfactory test. No. TEZ-183-6-7;

Thiokol Z7 June

iii) i _,/,!_ -_

Te st No. Test Motor used, diam (in.) Duration (sec) Chamber pressure (psia) Thrust (ib) Propulsion weight (ib) g0 aluminum g0 solids Flame temperature (OF) i Nozzle type _ : Actuator Location Motion Fluid Servo Date

1 1019164 14 39.4 8OO NA 203 16 86 5,700 to 5,800 None U s ed Not actuated

2 11/23/64 65 54. 0 280 to 587 NA 195 16 86 5, 700 to 5, 800 None Used Conventional External (facility) Linear, pr opor tional Hydraulic oil Integral with actuator, 4-way Molded carbon fiber phenolic

3 3/18/65 65 64.4 639. 9 Avg 16, 316 Avg 4, 712 16 86 5, 700 to 5, 800 Flight type, Conventional Within support structure Linear, pr opo rtional Hydraulic oil Integral with valve, 4-way

i( z

5, 7 subrr Cox Wit strl Lin pro Hyc IKe_ 3-_

location and type Molded carbon

Pintle & Actuator

protection

fiber phenolic

Composite molded an carbon cloth and V-4

Valve

Simulated clearance

Fully

modulating,

clearance

Ful tin_ and

Weight (lb) Quantity Flow rate (lb/sec) Mounting arrangement Duty cycle

1 3.77

NA 17. 5 i 1 2.42 at 700 psi 2.65 at 700 psi Plenum mounted internal on closure Tape input 18 1 NA 248 16 Tape input 40 4 2.. 79 525 450 0.381

2.8

Held full open

Tal

Number of cycles Maximum cyclic rate (cps) Thrust deflection (deg) Maximum extend ioad(6) (ib) Maximum Stroke retract to full open load (ib) (in.)

NA

Sea

0.381

0.381

Clc SeE Glc SeE Glc

Notes:

i. 2. 3.

Tests Tests Tests

1-4: 5-6: 7-9:

AF AF AF

04(694)-334. 04(694)-774. 04(611)-I16Z7.

4. 5. 6.

Tests 10-1z: AF 04(611)-11408. Schedule test date; all performance Extended load is actuator stall load

Table THIOKOL HOT-GAS

4- 16 TEST SUMMARY

VALVE

4 6/65 14 67. 9 516. 1 Avg [99 Avg 767 16 86 to 5, 800 rged _ntional a support
.%ire

5 12/16/65 14 56. 0 225 to 900 NA 260 20 88. 6 Used 230

6 2/3/65 14 64. 0 to 680 NA Z58 20 88. 6 Used

7 11/18/65 14 53.0 275 to 780 NA 288 21 6, 500 None Used Conventional External Linear, proportional Hydraulic oil Remote 3 -way

8 1/26/67 65 52.0 275 to 7, NA 288 21 Classified None Infor Used

6, i00 None

6, i00 None

6,500
C onvention_ Externalflight weigl Linear, proportion_ Hydraulic Remote 3 -way

Conventional External Linear, proportional Hydraulic oil Remote 3 -way

Conventional External Linear, proportional Hydraulic oil Remote 3 -way molded and tape wrap

r, rtional Lulic oil _te

tape wrap :ubbe r

Composite

carbon

cloth

Molded sili cloth overwrapped carbon tape w! cloi

m odula clearance e atin g nd 17 2 t 700 psi

P

Fully ting, ,

modulaseating NA, 1 psi

Fully ting, heavy

modulaseating weight 1 de sign

Fully ting,

modulaseating _ 1

Fully ting,

mod_ seati: 8. 1 1

3. 5 at 700 Plenum T ape input iZ 1 NA i, 750 150

3. 1 at 700 Plenum Tape input 17 1 NA

l,

psi

3. 1 at 700 Plenum Tape input 7 1 NA i, 750 300

psi

3. 0 at 700 Plenum Tape input 57 >5 NA 1,800 250 0. 4

input 15 i. Z5 3. O6 _g Z, 000 ance 209 _g I, 130 -ance 470 _g 0. 325 ance 0. 381

150 350 0. 450

O. 6OO

0. 450

aes are _h valves

predicted. seated.

9(5)
1/67 65 65. O 700 Z2,000 5, 000 21 _tion 6, 500 Submerged Conventional Externalflight weight Linear, proportional Hydraulic oil Integral with actuator, 3-way Tape wrapped silica cloth ove rwr appe d with carbon cloth Fully ting, tape modulaseating 8.13 4 3 Plenum Tape input 19 >i0 3.0 Plenum One one Fully ting,
|

i0
9/8/66 65 48, 0 130 to 480 NA 6, 260 16 86 5, 700 None Used Conventional External (facility) Zin ear, proportional Hydraulic oil Integral with actuator, 4-way Silica cloth tape

11
1/20/67 65 i01. 0 180 to 760 NA 8, 376 16 86 5, 700 None Used Reversed Internal

12(5)
8/67 120 120. 0 700 500, 000 212, 520 16 86 5,700 Highly submerged Reversed Internal

flight

flight

type Linear, proportional Hydraulic oil Remote 4-way Silica with V-44 cloth carbon rubber tape cloth

type Linear, proportional Hydraulic oil Remote 4-way overwrapped tape and

overwrapped with carbon cloth tape

modulaseating NA 2 78

Fully ting,

modulaseating 28O 2

Fully ting,

modulaseating 26O 4

i00 at 700 psi Internal on closure Tape Input 11 and 4 0.5 NA 17,000 Valve Valve #3 0 #4 950 i. 750

ii0 Internal Tape

onnozzle

fixed open w/tape input 9 0.5 NA

input 6 1.5 3. 5 ----..

1 Z, 000

0. 400

i. 750

4-.'

Zes

Test

Motor

used (psia)

Duration (sec) Chamber pressure Thrust, Avg {ib) Mass flow (Ib/sec) Propellant weight

(Ib)

Injection nozzle Axial location

(X/L)

Injection angle (deg) Throat area (in. 2) Exit area (in. Z) Maximum chamber pressure Gas total temperature (OF)

(psJ

Gas generator Average pressure (psia) Mass flow (Ib/sec) Total gas temperature (OF) Valve Actuator

Notes

i. Z. 3. 4. 5.

Tests Tests Tests Tests Tests

1-6: 7-9: i-5: 6-9: 3-6:

NASI-Z NASI-41 Single-_ Two-ax, Success

4-58

Table VICKERS WARM-GAS

4-17 STATIC TEST SUMMARY

1o. _te

i 1./23/64

2 4/29/64

3 12/2/64

4 1/21/65

5 3/10/65

EM72 25.26 590 2,873 12.6 ......

EM

72 9.96 645

EM72 45.46 523 2, 506 11.4 520

EM72 44.80 533 2, 557 11.6 520

EM7Z 42.91 534 2, 582 ii. 5 520

2,820 13.2

Sonic 0. 75 0 0. 0738 0.0738 519 1,630

Supe

r sonic 0. 75 0 0. 0674 0.1024 857 i, 56O

Sonic 0. 75 0 0. 1353 0. 1353 510 1,885

Supersonic 0. 60 0 0. 1124 0. 1261 575 i, 915

Supersonic 0. 7[ 20 upstrea 0. i] 0. i_ 544 i, 915

Z, 300 0. 608 i, 820

Z, 690 0. 615 i, 880

Z, 650 0. 606 Z, 000

Z, 670 0. 617 2,015 Electrically Hyd

Z, 700 0. 6; --driven r aulic p -

--Phase injection njection firing.

I. and and control. control.

6. 7. 8. 9. i0.

Test Test Test Test Test

i: 2: 7: 8: 9:

Gas-generator igniter housi_ Motor malfunctioned at i0 s( Motor leak developed at 16 s Flow separation at 21 sec. Intermittent flow separation.

6 6/10/65 EM 72 42. 32 554

2 770 12.4 56O Pitch Axis

7 7/29/65
EM 7Z 22. 357 542 3, 313 12. 1 558

8 i0/22/65
EM 72 42. 803 529 3, 063 12. 3 560

9 1/12/66
EM 72 42. 087 543 3, 189 12.4 562

Yaw Axis

Super sonic --0.75 --_ 20 upstream _0. 1128-_--0. 1385-_ 572 590 1,880 1,860

Supersonic 0.75 0 0. 1047 0. 304 505 1,870

Syper

sonic 0. 67 0 0. 1047 0. 2545 592

Supersonic 0.75 25 0. 0983 0. 271 655 1,870

1,920

2, 6OO 2, 610 0. 625 i, 98O matic 1,960

430 0. 584

2,480 0. 585 I, 970

2, 630 0. 587 i, 950

I, 970

ailed

at i0

sec.

represent seal
, i _,

the

first firing The detailed AF

of a

156-in.

-diam

SRM

with

an

omniaxial in Thiokol

flexibleReport (U), The design 18/0

nozzle. TE

report

of this test is contained Seal Nozzle Wasatch SRM

No. Z7

Z-183-6-7, 1967,

156-9, Chemical

Flexible

Demonstration Division. with throat and

June

Thiokol

Corporation, (I) 156-in.-diam movable (4) 70-sec

components Ni/steel

for this test were case, (Z) submerged

a monolithic nozzle,

35-in.-diam duration,

(3) Z76, 515

ib of propellant,

(5) I, 000, 000-1b

thrust.

Table recent nents

4- 16 shows test were

test data

for the occurred mounted SRM,

Thiokol on

hot

gas

pintle 1967.

valve. The

The

most compo-

of this concept (1) 4 internally (Z) lZ0-in.-diam

30 August

design 1 valve

Ii0 Ib/sec 160-sec

valves

with

per and a

quadrant, chamber burn good

duration, not

500, 000

ib thrust, because to burn all four

pressure

of 700

psia.

The

test was orifice. data were Two and

successful prior and

of a through, valves

through side

of the nozzle and valve

injector actuation flow

However, obtained, of the

force at over

operated valves

their

design burn

rates.

4 internally

mounted were were

were

ejected cold

after flow

through,

the

Z remaining rated flow. with

valves No data

subsequently obtained

tested

at i. 5 times feature

their

on the thrust-modulation because through

associated

opening

all valves after

simultaneously, nozzle burn

this test was

programmed

for a time

period

occurred.

Table

4-17

shows

Vickers

warm

gas

valve

test data.

i :/ _

4-59

 _!_!,i_ iI_i ii,_i _i_i __ i .... _ii, ! _i,i_Iii_i_i_i i_ _ _ _ili_

ur

Section ROLL CONTROL

5 SYSTEM

Two

roll control system. are

concepts The

were

investigated: system

an uses

independent subsystems This concept applied

system and

and

dependent units as i ! _ii i _ that

independent

propulsion

independent roll control

of main-motor method of the each They in this TVC stage do not

TVC. study

is considered to all vehicle roll

the prime

and used. on

was The data

configurations control functional systems

regardless (RCS) for

system was

selection availability systems.

of the and

based

requirements.

represent

optimum

The

dependent gas and

system warm TVC.

uses gas

inherent TVC

roll control and does

capabilities not apply

associated to vehicles

with using

the hot gimbal

systems,

nozzle

5. 1 The
<

INDEPENDENT first-stage only and RCS

ROLL selected

CONTROL uses two

SYSTEM hypergolic chosen engines over pivoted a blowdown result in one method

plane

a regulated

pressure of engine occurred.

supply, performance

to avoid drop

the

degradation pressure

that would

if a gradual

in chamber

This

RCS

was S-IVB

taken Study.

from The

the final design hypergolic developed (APS) unit. larger

reported were

in Phase basically

II of the the

Solid-

Boosted thrust

engines by

I, 750-1bV/S-IVB the

engines

formerly

being

Marquardt selection diam

for the was solid

Saturn

auxiliary system because

propulsion was data designed were

system

This

made

because and

for a slightly available on

Z60-in. and

booster

its design

operating

characteristics.

Investigation gain could be

of various realized

motor-mounting if Z pivoted The engines engines are

configurations were mounted used

showed in place

that a payload of the but 4 fixedpoint

engines aft and

_L

configuration. would pivot

180 apart, angle

would

in one

plane

through

a total-included

of iZ0 to

51

provide roll control capability. stage is shown in Figure 3-14.

The installation

of this system in the first

To adapt the Marquardt 1750 hypergolic engine for use in this RCS, the engine was uprated and modified for sea-level use. The basic chamber pressure was raised from I00 to 150 psia for a substantial thrust increase. To prevent flow separation during near-sea-level operation and to provide a considerable increase in actual thrust throughout most of the booster flight, the nozzle was shortened from an expansion ratio of Z0 to an expansion ratio of 6. The engines are required
They ments. used for are A pivoted slight about their CG increase to swivel to minimize 60 in one actuation plane system hydraulic for roll control. force power requiresystem operation engine set

in capacity for meeting

of the on-board RCS requirements.

TVC by

is adequate providing the

Reliable propellant

is achieved inlet and

constant engine

pressure-regulated continuously feeds both

to the A single

allowing and

to burn tanks 5-i.

after

start. A

of propellant system

pressurant on Figure

engines.

schematic

of this

is shown

The

roll control through

propellants i/Z-in. -diam

are

fed

from

a common steel tubing.

set of tanks Flexible on the

to both metal hoses

engines connect Hand with

stainless

this tubing located gas and the

to the engine immediately entrapment. draining engine

inlet hard-mount upstream The same of the valves

points engine allow

aft skirt. permit prior flow filling to the is

valves minimum

valve purging

fill operation controlled by

of propellant, valve complex.

if required.

Propellant

4. 5-cu-ft

sphere

supplies

helium which

to both

propellant

tanks. 400

The psi

regulation at its outlet, regulation valve for Down-

module

consists

of a regulator

provides valve

a constant provides and

a pressure-switch-actuated in the venting stream event of regulator downstream

solenoid failure,

which

backup a hand

a plenum regulator i/4-in. tank.

chamber, during -diam

the line

of the the

functional pressurization

checks.

of the plenum

chamber,

line separates of these squib valves,

into Z branches, branches

1 for each by

propellant

Complete

isolation closed

is achieved

a series

combination

of initially

52

 _'ii _

i,

LEGEND

FLEX HOSE

PRESSURE SWITCHES DISCONNECT BURST DISC

SOLENOID VALVE CHECK VALVE MARQUARDTENGINES ',HAMBERPRESS. = 150 PSI (REG) EXPANSION RATIO =6:1 S.L. THRUST = 1560 LB VAC. THRUST =3015 LB O/F MIXTURE RATIO= 1.6 CANT ANGLE -- 15 OUTWARD p

HAND VALVE

SQUIB VALVE REGULATOR

HYDRAULIC ACTUATOR _+ GIMBAL 60

Figure 5-1. Roll Control System Schematic

which prevent are fired open once during the the squib start valves sequence, are and check valves, which

backflow

opened.

The

second-stage with

RCS

selected

is basically pitch engines

the

standard deleted. RCS's A

S-IVB/IB tabulation on

APS of the 5-i.

module design

the outboard-facing of the firstand

features

second-stage

is shown

Table

The

S-IVB/IB The (shown

APS

is a completely are mounted they

self-contained on the

modular of the power

propulsion second and

substage 180

system. apart signals

modules in Figure

interstage electrical The

3-14);

require

command and

to provide of these for RCS

the necessary units only, are would

stage shown

functions. 5-2.

configuration of the

dimensions when
i

in Figure two

Each

2 modules,

used

contain engines;

150-1b-thrust, expulsion

ablatively-cooled, propellant-feed and The propellant pitch

liquid-bipropellant system tanks engine for with zero

hypergolic operations;

a positive pressurization

a helium fuel and

system; 4 oxidizer. of up

23. 3 Ib of MMH for mockup

37. 7 ib of N20 Pulse IB/S-IVB

is removed A

this application. of the Saturn

operation module

to i0 pulses/sec in Figure 5-3.

is possible.

is shown

5-3

Table 5- 1 DESIGN FEATURES OF ROLL CONTROL SYSTEMS Z60-in. -diana First Stage
Engines Number Mounting Chamber /Dxpansion Sea
/

156-in. -diam Second Stage

required configuration pressure ratio thrust thrust

X Swivelled 150 6:1 i, 560 3, 015 ib ib psia about CG

4 Fixed I00 psia

level

Vacuum

150

ib

Vacuum impulse (minimum} Axial impulse

42Z, 500

ib-sec

26, 500 0

ib-see

50-907
Continuous Integrated 1 complete 1 helium 1 NzO 1 MMH set sphere

Operation Propulsion Tank

)

Intermittent 2 modules Z complete Z helium sets spheres

System arrangement

4 tank tank

2 N ZO 4 tanks Z MMH Positive tanks expulsion to S-IVB

Tank

design system

Pressure-fed Simplified operation) Simplified operation) (continuous

Pressurization

Similar APS Similar APS

Propellant

system

(continuous

to S-IVB

Propellants in each

are

fed from through engine

one

set of tanks

in each

module

to the metal

two hoses

engines connect

module

stainless

steel tubing. points.

Flexible

this tubing

to the

inlet hard-mount

The and posed

pressurization a pressure of a

system control

is divided The

into a high-pressure high-pressure fitting, storage

storage system

system is coma

system.

self-sealing dump

fill disconnect valve and

a fill module and

( this houses

solenoid-operated

a relief

valve)

a high-pressure

5-4

(dn_toOlAI) alnpolAI uJa3,s,_So!slndOJcl/_]E!l!xnv 8AI-S/81 uJn]os '_-S oJn_!3 u

SNOI.LO3NNO0 7VO1718wn

wals/_s uo!slndOJcl _Jl_!l!xnv 8AI-S

"2-S am_!-I

S3NION3 770U _' MVX ,N3 HOlld IsnuHI 87 0SI

J_-.

_J

_INVI 731I-I

ISfIUH1 87 OSI

81 N_InlVS 3U3HclS_nlq3H VlSd 001000 ONI_IIV:I OlINVNXOOW3V

)_NV1 U3ZIGIXO

i_ _ii

i_ ;_i_ _i! _,ii _

storage control

bottle. pressure

This

system

initially

stores

gas

at 3, i00 pressure

I00

psia.

The (housing (surge and for and one fuel a tank

system

is composed regulators valves ullage) housing oxidizer (one and a

of a control and

module bottle ullage (one valve, between module

riii11 _ !i_

two

series

flowing two the quad

pressure check tank each fuel and

a filter), the

a plenum fuel tank modules dump formed pressure

chamber), supplying and

r ,,

supplying two ullage

oxidizer

vent

one

for

oxidizer; The positive

solenoid tank

operated are

relief wall
%

valve). the

ullages The

the

and

expulsion

bellows. psia.

control

maintains

system

pressure

at ZOO

The

weight

breakdown

for both

systems

is shown

in Tables

5-Z

and

5-3.

5. Z

DEPENDENT

ROLL to integrate

CONTROL roll control are

SYSTEM with warm gas and 5-4 hot and gas 5-5. TVC systems.

It is possible Sketches

of possible

concepts

shown

in Figures

Table FIRST-STAGE ROLL CONTROL

5-2 SYSTEM WEIGHT BREAKDOWN

RCS

Dry

Weight

(ib) and Mounts (2) Tanks and Tank Mounts 134 i0 176 125 54 8 12 52 Subtotal 571 Z, 600

Engines Vent

Modules

Propellant Pressurization Line Fill and Valves

Fittings

Control Continge

Module ncie s

Control

Propellant Gas RCS Wet Weight Total

Pressurization

9
3, 180

5-6

_i i _ Table 5- 3 SECOND-STAGE ROLL CONTROL SYSTEM WEIGHT BREAKDOWN

RCS Dry Weight (ib) (4) 115 16Z

Engines Fairings Fuel

i_] _

System System System System Hardware Subtotal

94
94 112

Oxidizer
L,

Pressurization Leak Check

16 53
646

Mounting
: ( i_

Control Pressurization

Propellant Gas RCS Wet Weight Total

128 3
777

GAS GENERATOR ON-OFF CONTROL VALVE ROLL CONTROL NOZZLES

3-WAY ROTARY; PLUG VALVE

Figure 5-4.

Roll Control

System Using Warm Gas TVC Bypass

5-7

3-WAYROTARY PLUGVALVE ON-OFF CONTROL VALVE

_LENUMCHAMBER

:!

i_ii

i_i _
ROLL CONTROL NOZZLES

Figure 5-5.

Roll Control System Using Hot Gas TVC

Bypass

The

warm

gas

RCS gas

uses

gas

from

two

of the

eight

first stage Demand rotary

and for

four gas is

second-stage controlled to direct system by the are

generators on-off to the valve

to provide then routed

roll control. to a three-way Flow than able

an flow

plug

valve this

appropriate

nozzle. smaller

rates

required for flow

to use TVC. required

an the

order gas

of magnitude generators

those

required the

Therefore, with no

should

be

to provide

effect

on

TVC.

hot

gas

P_CS

can

draw

gas

from

the plenum for warm would gas

chamber

using

system higher

of

valves

similar

to that described however,

roll control. valves

The

operating

temperature,

require

designed

to operate

at approximately

5, 800F.

Nozzle Table

and 5-4.

propellant The

requirements are

for shown

both

of these

concepts A. 4.

are

shown

in

calculations

in Appendix

58

'i _

Table DEPENDENT ROLL

5-4 SYSTEM DATA

CONTROL

Z 60 ,in. -diam First Hot Gas Nozzle Number Required Thrust

/i j

156 -in. -diam Second Warm Gas Hot Gas Stage Warm Gas

Stage

4 3,015 Area Z.70 15.08 Ib sq in.

4 3. 015 2.70 ib sq in.

4 150 ib sq in.

4 150 ib sq in. ib/sec

Throat Flow Propellant Requirements

0. 131 0.75

0.131 0.86

ib/sec

17. Z ib/sec

ib/sec

Z, 710

ib

3, 100

ib

98 ib

lIZ

ib

5. 3

ROLL

CONTROL and systems to achieve the hot gas

RELIABILITY RCS's have

ANALYSIS been APS's The gas considered utilizing integral and evaluated. The in-

Independent dependent thrusters cable with

integral are

essentially

hypergolic-propellant which is only appligases

roll control. and warm

system, uses

TVC

systems_

the injectant

to achieve

roll control.

5. 3. 1 The

Independent stage uses for

Systems a gimballed, the Z60-in. in Douglas Phase If. are The continuous-firing -diam SRM hypergolic evaluated Volume system, RCS by identical Douglas IB

first

to that proposed for NASA and

first stage SM.-51896, of this

reported Study,

Report

II, Saturn as

Improvement in the engine ous

advantages

detailed only two

referenced modules

report, rather

that (i) a gimballed for the fixed-engine by by on

system system

requires and valve

than

four

(Z) continucycling. servoIn

firing

significantly engine

improves

reliability

eliminating

addition, actuators in the

gimballing high study,

is accomplished reliability. this system Based has an

triple-redundant the reliability

to assure

analysis

reported

referenced

estimated

reliability

of 0. 997

59

The second stage uses a fixed-engine RCS similar

to the Saturn S-IVB/IB

APS.

This system employs two identical, completely self-contained modules. Each module contains two 150-1b-thrust engines that selectively pulse fire on command from the IU to achieve roll control. Based on a detailed failure mode, effects_ and criticality analysis accomplished by Douglas for NASA under Contract No. NAS7-101, the predicted reliability of this system is 0. 999. 5. 3. Z
The Integral Systems for either Thiokol the first or hot gas the or same second stage warm are gas only TVC applicable systems. TVC system gas is in

integral

RCS's with the are

conjunction These used. through vehicle For

Vickers

systems Injectant shutoff which

essentially are bled

regardless chamber on

of which

gases valves

off the plenum valves

for the hot sides

system

to the control pulsed

the opposite the are required bled The

of the thrust.

are gas

selectively system,

to achieve gases manner.

roll-control of the gas

the warm and

the injectant in the and 0. 992 same 0. 993

off two

generators of these gas

distributed are 0. 991 0. 992 and

estimated and

reliabilities hot gas sys-

systems and As

for the firstand

second-stage warm the

system

for the firstare

second-stage the same since

system. tems are

expected,

the reliabilities the same. The

about gas

essentially of additional

warm

system

is slightly

lower

because

unreliability

of the gas

generators.

Figures-of-merit

for

each

of the

systems

is shown

in Table

5-5.

Table RELIABILITY COMPARISON OF

5-5 ROLL CONTROL SYSTEMS

Independent RCS Auxiliary Propuls Roll Control Fir st-Stage O. 997

ion

Dependent Hot Gas Roll Control

RCS Warm Gas Roll Control

0.992

0.991

Second-Stage

0. 999

0.993

0.992

5-10

Section LAUNCH OPERA

6 TIONS

The

four

TVC

system

concepts to identify These

were major

individually advantages

evaluated or

from

a launch inherent

operations

viewpoint design.

disadvantages such

in the system as complexity of on-pad

evaluations equipment repair, vehicle

considered and or on system

characteristics operations; capafor

of ground handling,

support system

checkout

ease

component schedule; The

replacement; and capability

bility of assuring malfunction traits

a flight-ready and are

detection system

post-flight discussed

analysis.

significant paragraphs.

operational

of each

in the following

6. 1 The

GIMBAL gimbal

NOZZLE nozzle

SYSTEM system, operational for either problems. and firstor second-stage and for application, equipment for launch, with Since the Zeus be

presents system and

no major checkout,

Techniques monitoring as

instrumentation, periods are well and

the prelaunch, of experience

post-launch

established may be

a result

liquid-engine the system

control uses

systems

considered components,

conventional. such as

considerable

off-the-shelf and

power readily

packs,

adaptable

operating

calibration

procedures

should

available.

All

elements

of the

system

are

relatively ease

small

and

compactly for removal

arranged and

within

the nozzle ment. although hydraulic equipment However, capable

compartments

to provide

of access should at 330

replaceproblem,

Handling

of the individual components

components (actuator

present Z60-in.

no major -diana

the heavier power

ib,

stage;

unit at 185 ib, Z60-in. removal and

-diam

stage) as

will require well as normal may

special handling. be

for on-pad existing

replacement, similar

equipment

performing

functions

well

of adaptation.

6-i

/_i

i'

'

Since support at the demand

the number

of functional are level. also This

components low even

in the if critical

system

is low,

logistics are stocked

requirements I00% on spares launch

components contributes and, when

characteristic laboratory and relative

also time, ease

to a low coupled with (since funcachieving

site calibration, replacement major subsystems

the ease there tioning vehicle are

of component only two

of fault isolation - with minimum for

- pitch and directly time with

yaw

components), flight readiness

it contributes at a given

to a high reasonable

capability checkout

periods.

!.

This

system

lends

itself to direct correct travel)

measurement

of the deviations. (chamber

critical These

response are nozzle Both both may

characteristics
<

which (actuator

for flight path and motor and

gimbal

angle

thrust

pressure). time, Since detection malfunction monitored, pressure, and

parameters be few readily

may

be

easily

monitored

recorded

in real

displayed

as malfunction in the analyses impending

detection both

parameters. malfunction Additional may pump be

there and

are post-

functional

elements

system, are

flight reconstruction parameters such as, indicating hydraulic power

enhanced. system

detection if desired, or

trouble

power

unit output, output).

auxiliary

outlet

battery

levels

(current

An ease

important

consideration monitoring and

from and

the operational record run keeping to run,

viewpoint for from an

is the individual

relative component, up to

of continuous pump,

actuator, and through

so forth, The small

from number

factory

acceptance

flight.

of components

in this system trends number

simplifies in indiviof records

the task dual

of monitoring

personnel

to fully observe of the and

degradation small

serialized

components

because

relatively

to be kept_

organized,

scrutinized,

evaluated.

The

significant inspect

operational and/or

disadvantage repair or replace

for

this system

is the inability seal while

to

properly pad. as

the flexible controlled (press fit).

on the launch process, and It is major

Installation

of the seal stub

is a carefully nozzles any

manufacturing Inaccessibility in this area. handling cycling

is the nozzle

for the fixed

disaassembly expected, will cause will not

i

requirements however_ no concern the

preclude

field repair and

that the motor for seal

transportation and

environment and test limits

integrity,

checkout modes.

subject

seal to potential

failure

62

6. Z From

WARM the

GAS operations First,

SYSTEM viewpoint, the all number of the the of warm functional gas system components operational has two required characteristics, major by the as

drawbacks. system follows i. 2. :

complicates

significant

Procedures Number of and record Logistics Time highly Number checkout Calibration Ground complexity

checkout. parameters keeping. support (spares requiring instrumentation, monitoring,

3. 4.

and

records) and

requirements. system checkout (unless

for performing automated). of personnel and monitoring. requirements support and

subsystem

5.

involved

in

subsystem

and

system

6. 7.

for

components. checkout, and instrumentation)

equipment cost.

(control,

8.

Malfunction detection capability (significantly to be monitored and complexity of meaningful recognition of impending malfunction).

more display

parameters for rapid

9.

Post-flight analysis capability. To reconstruct post-flight performance of this system, it is necessary to scrutinize and evaluate the real-time records for eight pneumatic control valves (actuator positions), relate these to a vector summed record, and also examine eight gas generator output traces, a function of command inputs. Fault isolation to an individual control valve is at a relatively low confidence factor. Further, since the valves are extremely contaminant sensitive, actual flow from the gas generator, which is the predominant measure of thrust deflection, is somewhat questionable.

as

Second,

the large each on

size

and

weight

of the and

solid-propellant each or on

gas

generators presents a

(iZ, 339-ib

the first stage problem

I, 908-Ib removal by

the second)

difficult operational onthe and first stage shape of the and or

for on-pad access

replacement.

In addition,

the limited required

afforded

the packaging ease of the

arrangement generator generator to the utilizes seems to achieve

eight dictates

generators complete

precludes removal

of gas

inspection removal, TVC the

virtually sections

aft skirt for

two

of the main Since

nozzle

in addition

to all plumbing support

system

injectant

nozzles. load

the first-stage

on-pad

aft skirt for The

structural

distribution,

the latter and

alternative

likely.

consequent

complexity

of operations

equipment

6-3

_i , _!
/ . . ;" ,i H

the

disassembly pedestal are

and

lowering be

of the

nozzle

sections No

through

the launch

pad

support advantages

should apparent

quite

obvious.

significant in either

operational first-stage or

for this system

design,

second-stage

application.

6. 3 The

HOT major

GAS

SYSTEMS drawback (16 on of the hot gas 8 on systems the is the number The and of valve

operational required GSE

assemblies impact on

the first stage, logistics when compared

second).

resultant checkout system of

requirements, is significant nozzle

support, with

procedures, the dual-actuator to the

unreliability the gimballed than

configurations. by the warm for

Accessibility gas easy systems; manual

system

components the valve will undoubtedly

is better assemblies require

that afforded excessively handling

however, handling and

are special

heavy equipment

and

procedures.

Although assemblies

valve-assembly is not conducive

design

provides

redundancy, with

the high

total number degree

of

to ease

of checkout Any

of confidence performance

for flight readiness is difficult to assess and with since

of the launch and isolate

vehicle.

anomoly valve or

in system valve

to a specific vehicle

subassembly, to launch not, in this is,

it is doubtful

that the launch system

will be

committed does

a known

flight control

degradation, to hinder.

redundancy

case s aid the situation; of course, significantly

it tends

Redundancy

for flight operation

important.

An

important

aspect

of these

systems

using

a gas of thrust

injected

into the main is indirect: buildup in

exhaust

chamber

is that the measurement of gas flow (which thrust, can and be

deflection contaminant

it is a function the valve

affected

by

orifices),

main

position

of the valve

pintle.

Monitoractuator

ing of the valve position however, Hence, represent for the no

pintle position gimballed means

is no more (except

difficult than for number contaminant techniques

monitoring

nozzle

of measurements); build-up to these is apparent. systems

ready

of monitoring

application

of malfunction

detection

a difficult technical

problem.

64

>

Section GENERAL

C OMPARISONS

7. 1

VEHICLE

CONFIGURATIONS which use each of the candidate V shows approach TVC the systems Phase in both II HES IV, V, the in in the and five and

Vehicle stages

configurations of the basic shown

launch in Figure Phase differs

vehicle--Configuration 7-1. II HES from Figure Study. that used were loading sized 7-2 The

from

Study--are VI developed HES this HES Study study. Study,

Configurations used

in the vehicles

to develop vehicles weight

to develop

the launch payload held shown

Propellant while the

loadings propellant were gas

{or a specific study The gimbal two was

in this

constant reflect

payload steering head-end Ballos the

penalties techniques: steering, spacecraft

or gains warm and and

determined. injection,

data nozzle, payload HE-10 and

hot gas shapes: spacecraft; the effect

injection, a ballistic the of nozzle IIIA VI

liquid

injection

TVC;

a lifting winged, fins on geometry. study, and the TVC

modified requirements; The data for

effects

of first-stage on vehicle in this from

submergence were were developed extracted

for Configurations Configurations No. IV,

I through V, and

data

the Phase

II HES

Study

Report

SM-51872.

Reliability as a base the

values

are

relative

to Configuration in the Phase show higher

VI,

for this vehicle Study. than

was

used

for reliability advanced steering TVC and

comparison systems

II HES

Vehicles those using This

using

reliability

head-end can be

liquid-injection by

thrust-vector

control

(LITVC). used

explained however, and

in part LITVC

the differences

in methodology with an

in the two low relia-

studies; bility, duration

is a complex must

system

inherently

head-end

steering

operate

without

failure

for the full

of the mission.

The

effect

on the

control

system

of a winged

payload

is also deflection payload

shown angles

in this are but second-

figure. higher

During than

first-stage for the

flight the thrust-vector vehicle with

those

a similar

a ballistic systems. by

shape, for

still well stage

within

capabilities requirements

of all TVC are

However, stage

flight,

control

established

separation

7-1

_;

:jl

.....

iii_:

: i i -

: ii

__

.,:

_ ....

j"

. i " -

....

...j

/ {_ ' 2590 ,BALLOS V---2162 _--1993 1--1849 -/

HLI0TYPE PAYLOAD _ 2598 -_ 217_ _01 _1857 SEP L i _19_ SEP --1749 -- 1605 1528 _t379 1302 _1850 SEP -- 13'_0.J. F 2325

19o j DIA
(TYP)156 NOTES: (TYP)DIA I. TVC SYSTEMNOT DESIGNEDFORWINGED PAYLOAD CONFIGURATIONS AND IliA. IA 2. COMPARATIVEDATA FORCONFIGURATIONIIA & IIAF WHICHINCLUDES FINS. ARE SHOWN TABLE 3-7 ON I i

/PAYLOAD231,
SEP SEP {_X-_--1972 _{=_1842 SEP SEP

--1;72 F.;.--r_-I--In2
1623.5 --1494.5 SEP _1345.5

FJ.

-t- --1_0 FJ.-- I

--1 1.5 I

260 DIA (TYP)

| I

--I170 _ 444.5

-CONFIGURATION VEHICLE DATA GROSS WEIGHTAT LIFTOFF RELIABILITY RELATIVE TO CONFIGURATION (HES) Vl /'.PAYLOAD RELATIVE TO CONFIGURATION (HES) V FIRST STAGE DATA WEIGHT MAXIMUM THRUST ISP TVC SYSTEM MAXIMUM THRUST-VECTORDEFLECTION ANGLE MAXIMUM CONTROLTHRUST WEIGHTOF PROPELLANT USEDFORTVC AISP DUE TO TVC SECOND STAGE DATA WEIGHT MAXIMUM THRUST Isp TVC SYSTEM MAXIUMTHRUST-VECTOR DEFLECTION ANGLE MAXIMUM CONTROLTHRUST WEIGHTOF PROPELLANT USEDFORTVC A lsp (LB] (LB) (SEC) (DEG) (LB) (LB) 280,507 546.000 301.0 WARMGAS 6 6,098 8,788 -1.09 (LB) (LB) (SEC) (DEG) (LB) (LB) 3,299,986 5,028,000 276.9 WARM GAS 2.02 177,488 102,352 -L45 (LB) (LB) 3,634,608 1.015 -9,840 I

STAO IA

--

AO

-II.A III

269.5 -- STAO Ilia

3,619]53 1.015 (1)

3,470,997 1.029 1,460

3.456_t42 1.029 1,460

3.472.352 1.017 100

3.457.495 1.017 (I_

3,299,986 5,0_8,000 23'6.9 WARM GAS 2.46 216,300 (1) (11

3.149.348 5,028,000 23'6.9 LOCKSEAL 2.47 217,000 0 0

3,149.348 5,028,000 276.9 LOCKSEAL 2.80 246,000 0 0

3.150.959 5,028,000 276.9 HOTGAS 2.09. 183,200 25,200 -0.59

3.15G.959 5.028,000 276:9 HOTGAS 2.54 222,500 (1_ (1/

280,407 546,000 301.0 WARM GAS 6 6.098 (1) (1)

267,534 546,000 301.0 LOCKSEAL 6 12.880 0 0

267.434 546,000 301.0 LOCKSEAL 6 12,880 0 0

267,278 546,000 301.0 HOT GAS 6 7,850 3.135 -0.23

267.178 546.000 301.0 HOT GAS 6 7,850 (11 (11

Figure 7-1.

Study Launch Vehicle

Comparisons

i_ _. :Z, 3O05 i_ i_ : NOTES: |. DIFFERENCES BETWEENPHASEII HESSTUDY VEHICLE CONFIGURATIONSIV, V, & Vl ANDTHE VEHICLES DEVELOPED FOR THE TVC SYSTEMSTUDY ARE CONFIGURATIONSIV, V, & Vl HAVE FIRST STAGE FINS DESIGNED PRODUCE MINIMUM TO CONTROL MOMENT FIRST AND SECONDSTAGENOZZLES ARE NOT SUBMERGED. FIRST AND SECONDSTAGE PROPELLANT LOADING FOR CONFIGURATIONIV AND Vl DIFFER FROMTHE BASIC LAUNCH VEHICLE - CONFIGURATION'V.
i :; : ::i

2620 2577 B 2408SEP SEP 2027 FJ 2192 --2023 m1879 m1802 -1578 SEP 1471 SEP SEP SEP F.J. --_ -2468 2123 SEP 1985 SEP ]837 F.J.

2. DATA PERTAINING TO CONFIGURATIONS (lIES), V (HES), IV & VI (HES) AREOBTAINED FROMDOUGLASREPORT NO. SM-5|872, PHASE II STUDY OF HEAD-ENDSTEERING FOR A SIMPLIFIED MANNEDSPACE VEHICLE, MARCH 1966. 3. N/A = NOT APPLICABLE.

t
CONFIGURATION VEHICLE DATA GROSS WEIGHT AI LIFTOFF RELIABILITY RELATIVE TO CONFIGURATIONVI (HES) APAYLOAD RELATIVE TO CONFIGURATIONV (HES) FIRST SIAGE DATA WEIGHT MAXIMUMTHRUST ISP TVC SYSTEM MAXIMUMTHRUST-VECTORDEFLECTION ANGLE MAXIMUMCONTROL THRUST WEIGHTOF PROPELLANT USEDFOR TVC AIsp DUETO TVC SECONDSTAGE DATA WEIGHT MAXIMUMTHRUST ISP TVC SYSTEM MAXIMUMTHRUST-VECTORDEFLECTION ANGLE MAXIMUMCONTROL THRUST WEI.GH:I- PROPELLANT USED FOR TVC OF AIsp (LB) (LB) (SEC) (DEG) (LB) (LB) 353,430 688,610 302.6 HES + 30 4,000 8,400 0 267,610 546,000 301.0 LITVC 3.5 33,40O 2,130 N/A 299,560 932,171 302.6 HES + 30 6,000 4,600 0 (LB) (LB) (SEC) (DEG) (LB) (LB) 3,643,120 5,72%055 276.9 HES +-30.0 18,100 43,90O 0 3,178,300 5,028,0O0 276.9 LITVC 0.27 23,500 10,250 N/A 3,051,950 4,902,153 277.5 HES _+30.0 21,500 20,800 0 (LB) (LB) 4,111,750 0.979 (21 3,493,300 0.984 (2) 3,423,050 1.0O0 (2) VI

_0

t_

Figure 7-2. Phase II HES Study Launch Vehicle Data

:

;:

7-3 _ i:_

transients.
i/i_

The and

second-stage the control shape had

vehicle system

diverges

during

the

coast

period

after

separation,
/

is sized

to meet on low, second

this

condition. control, thrust shape, when

It was for misare the at

found

that payload inflight and

little influence forces which are are

stage vehicle

separation alignment i _ _ i dominant

aerodynamic

while

eccentricity, The with any

insensitive fins

to payload can be seen it. shows

factors. V

effect

of first-stage vehicles the control

comparing V

Configuration has optimum

of the

developed moment

from and Nominal

Configuration a maximum may be

fins to minimize deflection threshold fins

thrust-vector the sensitivity

requirement limit

of 0.27 .

valves control

below

of the most deflection vehicle an

sophisticated order

system. greater and

Vehicles in the

without range

require launch

of magnitude

of current not used

requirements. 1 through

It is for this IIIA.

reason

that fins were

in Configurations

The

results

of the have

control-system that the TVC gas

sensitivity injection and This steering

analysis TVC vice

presented offer from holds considered

in Secno advantage

tion 3, 5.5 over system LITVC Phase

shown

systems versa,

the gimballed dynamic system II HES

nozzle response

system,

a controlas well for a

standpoint.

conclusion system

and Study.

for the head-end

in" the

The

primary

advantage

of a gas relative system.

or

liquid-injection response advantage must systems. be

TVC

system

is the fast of a response, that

response zimballed the booster presently Section

characteristic nozzle TVC

to the To take

characteristics of their increased _As was response fast

control-system used for large even improve system system)

response booster

time

beyond shown in

control

3.5.5,

decreasing the overall response is not

control-system control (beyond system that

time

did not therefore, a gimballed

significantly a fast nozzle TVC TVC

performance; available from

time

required.

The

thrust-vector control

deflection needed

angle

requirement the

is directly aerodynamic

proportional moment.

to the

moment

to overcome

7-4

Since the control moment is a function of both the thrust-vector

deflection

angle and the location of the side force with respect to the CG, the TVC system located the maximum distance from the vehicle CG will give the minimum thrust-vector deflection angle requirement. The control-system dynamic response is insensitive to the location of the side force as long as the distance from the CG remains constant. Therefore, head-end steering, as studied thus far, offers no advantage over tail-end steering (and vice versa) from a control-system dynamic response standpoint, except a possible are advantage in control-moment arm. Further studies are required to determine if structural load relief and improvements in cost effectiveness possible through head-end control. 7. Z TVC COMPARISON CHART Figure 7-3 shows the four TVC concepts evaluated in this study and salient parameters associated with each. Since the ABL concept was not continued in the design effort, data pertaining to it are incomplete. 7. 3 PAYLOAD CAPABILITY One measure of vehicle performance is the amount of cargo the vehicle can carry into the Z60-nmi LORL orbit. Table 7-1 shows the change in weight that occurs for launch vehicles using each of the candidate TVC systems Configurations I, II, and III use common TVC systems for both stages_ but the parameters that cause the change apply mainly to the stage. Therefore_ the cargo variation resulting from any interchange of stages to form a launch vehicle could be obtained. There will be a slight error introduced because of differing vehicle geometry and resulting control requirements which affect the parameters, but this should be small making a comparison of this type valid. Configuration V of the Phase II HIDS Study is used as the baseline for this evaluation. It has the capability of placing 15_455 ib of cargo and containers into the LORE orbit. The delta payload or cargo weights shown are obtained from the performance analysis described in Section 3.4 and from the vehicle and TVC system design tasks that generated the weight and Z_Isp. The performance analysis considered payload as weight in a circular

75

SPOOL METERING ORIFICE_

SER_ NO

TWO-STAG STAGE

MAXIMUM THRUSTVECTORDEFLECTION (DEG) MAXIMUM THRST VECTORDEFLECTIONRATE(DEG/SEC) MAXIMUM THRUST VECTORDEFLECTIONACCELERATION (DEG/SEC2) FLOWRATE PERQUADRANT (LB/SEC) NUMBER VALVES OF THRUSTVECTORCONTROL METHOD TOTAL WEIGHT, VC SYSTEM T (LB) RELIABILITY (PROBABILITYOF SUCCESS) 156,

Figure 7-3. TVC SystemComparisons

7-6

WARM TVC GAS (VICKERS)

GIMBAL TVC NOZZLE (LOCKHEED)

PIVOT POINT

_F

/GENERATOR FGAS D METERED ICE SlTVC LOW

WASPALL

ACTUATOR

CA TUI

;-- TORQUE PRESSURE _IFICE MOTOREEDBACK F YOKE

CONTROL VALVE _ WARM GAS INJECTOR

EUMATICSERVO-VALVE SCHEMATIC ST SECOND FIRST SECOND

6.00 15.0 20O 180 4 GASGENERATORS, 20_0"F T= 14,288 88937 0.993959

2.47 7.5 30

6.00 15.0 200

HYDRAULIC ACTUATORS 7,500 0.998792 1,273 0.998840

i _ " :/_

HOTGAS TVC (THIOKOL) (MODULATED)

HOTGAS (ABL) (BASIC0N-OFF DESIGN)

T
::::::::::::::::::::::::: ============================= A

STEEL

k ___ _CASE AND [

BUNA ,S:'_'_::::.}_::!! :ii_

G_APHITE S EAT

.,_

EN

PORT ACTUATOR HYDRAULIC /

PT GRAPHITE
:i

HOTGASVALVE

/
2.09 7.5

NOZZLEWALL

, __/
SEC0 ND 6.00 15.0 2O0 147 8

'

FIRST

SECOND

FIRST

2.09 7.5 30 445 16

6.00 15.0 2OO 147

30 445 16

,028 0.9914O9

MAIN-MOTORHOTGAS, T= 5,800F NA 4,890 0.995044 NA

NA NA

'

'

....

......

:"

"

:;:"

2:

i"

Table VARIATION COMPARED IN

7- 1 - Z60-NMI ORBIT V (LITVC)

CARGO WEIGHT TO CONFIGURATION

C onfigur Items II

ation

(Ib) III

Baseline Fir st- Stage Dry Weight New I_irst-Stage Dry W.eight plus A W eight ACargo Weight FirstStage AI sACaPrgo

Retrorockets

3 i0, 337, 26, - 3,

750 725 975 730

3 i0, 289, -ZI, +Z,

750 439 311 560

3 i0, 29 I, - 19, Z,

750 O5O 700 36O

Weight Z, 857, 300 Z, 857, 3O0 2,857,300 2,857,300 2,857,300 Z, 832, 080 -Z5, ZZ0 -460 40,030 40, 95Z +922 -9OO -0. 23

Baseline Fir st- Stage Propellant Weight New Fir st- Stage Propellant Weight AWeight ACargo Weight Baseline Second-Stage Dry Weight New Second-Stage Dry Weight AWeight ACargo Weight Second-Stage AI A C a rSPo Weight

40, 45, 5, -4,

030 393 363 95O

40, 030 41, 208 +i, 178 - i, i00

- i00 Z25, 45O ZZZ, 3 15 -3, 135 -500 +i00

Baseline Second-Stage Propellant Weight New Second-Stage Propellant Weight AWeight ACargo Weight Total Change in Cargo Weight

ZZ5, 450 ZZ5,450

ZZ5,450 225,450

-9,840

+i, 460

-.4

51 i!i_ i i

Z60-nmi
_ _ %

orbit. changed

Since

the

Ballos the

space change

craft

and

its maneuvering can only occur

propellants in

are
i_ ii _

not

in this study,

in weight

cargo

capacity.

_!'iii_ __

i_'

7.4 The

LAUNCH first and

VEHICLE second of each the been two

WEIGHT stages stage, payload for

MATRIX in this nine (Ballos vehicles, study can, with the proper can A weight above the

developed' represent shapes launch are

arrangement accommodate matrix second above

_ _ _ _i_ _

launch

vehicles

which

andHL-10 exclusive 7-2,

type).

has

developed These stage

of weight 7-3 and 7-4.

stage. the second

weights

shown in Table

in Tables 7-5.

Weight

is shown

7.5 Table

VEHICLE 7-6

RELIABILITY presents

VERSUS

CONFIGURATION of all potential of considering with the launch hot gas gas vehicle comRoll-contrc to the from the

a reliability This and matrix

comparison result

configurations. binations systems dependent warm gas of TVC

is the

all applicable vehicle. refers gases

roll-control APS are the

systems baseline gas;

designated system

systems; and warm

using

main-motor roll-control.

uses

generators

for

The

launch

vehicle SRM No.

consists second

of the stage as

Z60-in. defined

-diam in the

SRM Phase

first stage II HES of that to be

and Study study, 0. 971 the and

156-in. (Douglas first0.978, with the

-diam Report

SM-5187Z). SRM With

On

the basis were SRM

of results determined

and

second-stage

reliabilities the use of these and

respectively. various

reliabilities systems

in conjunction reliabilities were easily

combinations study, results the

of TVC

roll-control of the behicle

determined computed. and quickly

in this These

reliabilities the vehicle

configurations parameter performance to be

allow

reliability with

extracted

for use,

in conjunction of any

other

data,

in conducting

a comparative

analysis

selected

configuration.

7.6 In the

LAUNCH

OPERATIONS of the stage), represents

- TOTAL operational

VEHICLE aspects observed conventional for

SYSTEM the total launch gimbal The vehicle system number

consideration second

(first and on both

it is readily the most

that the

nozzle fewer

stages

approach.

7-8

!/:i!/i iI , _ ii_ ,_ i i

Table LAUNCH HOT Items Second Stage Aft Skirt Nozzle Motorcase TVC TVC System Control/System VEHICLE GAS FIRST

7- 2 WEIGHT STAGE Hot Gas MATRIX-(LB) Warm Gas Gimbal

803 5,488 26,756 I, 755 I00 4, 558 47 I, 445 Burnout 40, 952 240 222,315 3, 135 131 266,773

I, 318 4, 988 27,270 5,500 100 4,552 47 i, 612 45, 393 Z40 225,450 8,788 131 280, 00Z Hot Gas

I, 532 4, 988 27,270 I, Z73 I00 4, 558 47 I, 440 41,208 240 Z25,450 --131 267,029

Equipment and Instrumentation Tunnels Contingencies

/,

Stage

at Second-Stage

Igniter Propellant Main Propellant TVC Propellant Roll Control Propellant Stage at Second-Stage Ignition

First

Stage Aft Skirt Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and In strumentation Tunnels Contingencies Stage at First-Stage Main Propellant Burnout

r " 5, 541 40, 188 ZZZ, 512 5, 2.08 100 I, 932 6, 271 7.48 6, 300 555, 673 2,832,080 25, 220 2, 609 2, 150 3, 417, 732

5,541 40, 188 222, 512. 5,808 i00 2,075 6,271 248 6, 3O0 569, 045 2, 832, 080 25,220 2,609 Z, 150 3,431, 104

5,541 40, 188 222, 512 5,808 I00 I, 944 6,271 248 6, 3OO 555, 941 2, 832, 080 25,220 2,609 2, 150 3,418,000

TVC Propellant Roll Control Propellant Retrorocket Propellant Stage at First-Stage Ignition

7-9

i_ii _:_: __i:,i!

Table
,;' iii _

7-3 MATRIX-(LB) Warm Gas Gimbal

I

LAUNCH WARM Items

VEHICLE WEIGHT GAS FIRST STAGE Hot Gas

Second

Stage Aft Skirt Nozzle Motorcase TVC TVC System Control System 803 5,488 26,756 1,755 I00 4,558 47 i, 445 Burnout 40,952 222,315 3, 135 131 240 Ignition 266,773 r Skirt 7,959 30, 188 226,460 54, 279 I00 i, 932 6, 271 248 7, 995 Burnout 602, 7.05 2,857,300 102,352 3, 150 2,609 3, 566, 616 7, 959 30, 188 226,460 54, 279 I00 2,075 6,271 248 7, 995 615, 577 2,857,300 102,357. 2, 150 7.,609 3, 579, 988 7, 959 30, 188 226, 460 54, 279 I00 i, 944 6,271 7.48 7, 995 602, 473 2,857,300 102, 352 2, 150 7.,609 3, 566, 884 I, 318 4,988 27,270 5,500 i00 4, 558 47 i, 612 45, 393 225,450 8,788 131 240 2.80, 002 Warm Gas.
A

l, 532 4, 988 27, 7.70 1,273 i00 4, 558 47 I, 440 41, 208 225,450 --131 240 267,029

Equipment and Instrumentation Tunnels Contingencies i-_ ::_ Stage at Second-Stage Main TVC Roll Propellant Propellant Control Propellant Propellant

Igniter Stage First

at Second-Stage

Stage Aft Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and Instrumentation Tunnels Contingencies

Stage

at First-Stage

Main Propellant TVC Propellant Retrorocket Propellant Roll Control Propellant Stage at First-Stage Igntion

'

7-10

Table
, 7 i , ,i ;<

7-5 SECOND HL-10 15,470 STAGE (LB) Ballos ZI,895 Z3,470 505 45,870 8,75O

WEIGHT Item

ABOVE

THE

Spac Cargo

ec raft and Adapter

23,890 405 39,765

Adapter Total Launch

Skirt Weight Escape System

---

of system common repair system

components, equipment with

the

similarity

of checkout--potentially procedures--and the such

utilizing relative ease of

conventional of critical There

and

replacement

components would appear stages

make

a flight-controlneed to perform of to be

network

attractive. ground

to be no since

a simultaneous the be stages

checkout and since

of both

flight performance would also have can

is sequential Relatively the same

sequential sequenced

checkout switching

performed. using

simple, control and

techniqnes

applied,

instrumentation

loop.

Either each these

the system

warm has

gas

or

hot

gas

system

could

be To

applied marry scope no

to either two stages

stage, having

but

its operational complicates the types further and

drawbacks. and magnifies

systems

only

the

of the problem. distinct two off-setting types as of well as two

Further, advantages operation two sets

to intermix and could

of systems complicate

provides the system would in vehicle of the hot gas

since be

procedures of GSE. stage stage system. since are

possibly

personnel

required,

If a technical systems, only however, eight

advantage one

performance systems coupled

dictated (preferably with

different
,/

second nozzle

with

valves

required) gas

could system

be

a movable less the gas and

Application the not handling conducive time

of the warm and access

would associated

still be with

desirable generators reasonable

problems on-pad

to simple assurance

operating

procedures

checkout

with

of flight

readiness.

7-12

Table LAUNCH GIMBAL VEHICLE NOZZLE

7-4 WEIGHT FIRST MATRIX-STAGE (LB)

Items

Hot

Gas

Warm

Gas

Gimbal

Second ,

Stage Aft Skirt Nozzle Motorcase TVC System TVC Control System Equipment and Instrumentation Tunnels Contingencies 803 5,488 26,756 i, 755 I00 4, 558 47 I, 445 Burnout 40,952 240 22Z, 315 3, 1 35 131 266,773 d8,353 30, 188 Z26,460 7, 500 i00 I, 932 6, 271 248 6, 225 Burnout 554, 050 2,857,300 2,609 Z, 150 3, 416, i09 8,353 30,188 226,460 7,500 I00 2,075 6,271 248 6,225 567,422 2,857,300 2,609 2,150 3,429,481 8,353 30,188 226,460 7,500 I00 1,944 6,271 248 6,225 554,318 2,857,300 2,609 2,150 3,416,377 I, 4, 27, 5, 318 988 270 500 i00 i, 53Z 4, 988 Z7,270 I, 273 I00 4, 558 47 i, 440 41,208 240 225,450 --131 267,029

4, 558 47 i, 612 45, 393 240 222,450 8,788 131 280, 002 Gimbal Nozzle A

Stage

at Second-Stage

Igniter P ropellant Main Propellant TVC Propellant Roll Control Propellant Stage First at Second-Stage Ignition

Stage Aft Skirt

Nozzle Motorcase TVC System TVC Control System Forward Skirt Equipment and Instrumentation Tunnels Contingencies Stage at First-Stage

Main Propellant Roll Control Propellant Retrorocket Propellant Stage at First-Stage Ignition

7-11

Table RELIABILITY COMPARISON OF

7-6

(Page

I of Z) LAUNCH VEHICLE CONFIGURATIONS

POTENTIAL

Motor Z60-in. -diam 156-in. -diam First

TVC Stage

System Second Stage First Stage

Roll Second

Control Stage Vehicle Ranking

Locks 0. 971 0. 978

eal

Locks

eal

APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0. 997 APS 0.997 Hot Gas

APS 0. 999 APS 0. 999 Hot Gas 0. 934 5 0. 940 Z 0. 944 1

0. 998792 Lockseal

0. 998840 Hot Gas

0. 971

0. 978

0. 99879Z Lockseal

0. 995044 Hot Gas

0. 971

0. 978

0. 99879Z Lockseal

0. 995044 Warm Gas

0. 993 APS 0. 999 Warm 0.99Z APS 0. 999 Hot 0.993 APS 0. 999 Hot Gas _ Gas Gas

0. 971

0. 978

0. 99879Z Zockseal

0. 993959 Warm Gas

0. 939

0. 971

0. 978

0. 99879Z Hot Gas

0. 993959 Hot Gas

0. 932

0. 971

0. 978

0. 991409 Hot Gas

0. 995044 Hot Gas

0. 933

0.971

0.978

0.991409 Hot Gas

0.995044 Hot Gas

0.9Z7

ii

0. 971

0. 978

0. 991409 Hot Gas

0. 995044 Hot Gas

0.99Z Hot Gas

0.9Z8

I0

0. 971

0. 978

0. 991409 Hot Gas

0. 995044 Locks eal

0. 99Z APS 0. 997 Hot Gas

0. 993 APS 0. 999 APS 0. 999 APS 0. 999

0. 923

15

0. 971

0. 978

0. 991409 Hot Gas

0. 998840 Zockseal 0. 998840 Warm Gas

0. 938

0. 971

0. 978

0. 991409 Hot Gas

0.99Z APS 0. 997

0. 933

0. 971
i-)

0. 978

0. 991409

0. 993959

0. 933

/i! 0_

>

-.j 4_

Table

7-6

(Page

2 of 2)

Motor Z60-in. -diam 156-in. -diam First

TVC Stage

System Second Stage First Stage

Roll Second

Control Stage Vehicle Ranking

Hot 0.971 0.978

Gas

Warm 0.993959 Warm

Gas

APS 0.997

Warm 0.992 APS 0. 999 Warm 0. 992 APS 0. 999 Warm 0.99Z Gas APS 0. 999 Gas Warm 0.99Z APS 0. 999 Gas APS 0. 999 APS 0. 999 Hot

Gas 0.9Z6 IZ

0.991409 Hot Gas

Gas

Hot

Gas

0. 971

0. 978

0. 991409 Hot Gas

0. 993959 Warm Gas

0. 992 Hot Gas

0.9Z7 Gas 0. 921

II

0. 971

0. 978

0. 991409 Warm Gas

0. 993959 Warm Gas

0. 992 APS 0. 997 APS 0. 997 Warm 0. 991 Warm 0. 991 APS 0. 997 Warm 0. 991 APS 0. 997 APS 0. 997 Warm 0. 991 Warm 0. 991 Gas Gas

16

0. 971

0. 978

0. 988937 Warm Gas

0. 993959 Warm Gas

0.931 Gas 0.9Z4

0. 971

0. 978

0. 988937 Warm Gas

0. 993959 Warm Gas

14

0. 971

0. 978

0. 988937 Warm Gas

0. 993959 Warm Gas

0. 924 Gas 0. 918

14

0. 971

0. 978

0. 988937 Warm Gas

0. 993959 Locks eal

18

0. 971

0. 978

0. 988937 Warm Gas

0. 998840 Lockseal 0. 998840 Hot Gas

0. 934

0. 971

0. 978

0. 988937 Warm Gas

0. 929

0o 971

0. 978

0. 988937 Warm Gas

0. 995044 Hot Gas

0. 931

Gas 0. 925 13

0. 971

0. 978

0. 988937 Warm Gas

0. 995044 Hot Gas

0. 993 APS 0. 999 Hot Gas

0. 971

0. 978

0. 988937 Warm Gas

0. 995044 Hot Gas

0. 925

13

0. 971

0. 978

0. 988937

0. 995044

0. 993

0.9Z0

17

Section BI B LIOGRAPHY

I.

Phase Manned December

I, A

feasibility

Study

of

Head

End

Steering No.

for

a Simplified

Space Vehicle. 1964.

Douglas

Report

SM-4815Z,

Phase IT, Study of Head End Steering for a Simplified Manned Vehicle. Douglas Report No. SM-5187Z, March 1966. The Douglas Saturn No. for I-B Improvement Z4 or Study-Solid Feburary Near-Term 1965. Vehicle Report, April No. DAC-57990, First Stage.

Space

Douglas
i _ .

Report Vehicles

SM-47043, Spacecraft

Launch

Concepts 1967, (C),

(Expendable Rocket) (U), Vol II, Technical Report, April 1967 (C).

Vol I, Summary Douglas Report

E. L. Pollack. Evaluation of Hot-Gas Control Performance Parameters with Boosters. MLV Saturn Douglas I-B Report No.

Injection Defensive

Thrust Vector Missile System 1966. Vehicle. October If. 1966. 1966.

DAC-5915Z, Studies and, (Solid and, Saturn

December -B-16

Improvement Nos. DAC-56460 Study SM-51897

Douglas Saturn Douglas

Report

DAC-56457P,

I-B Improvement Report Nos.

First Stage) Phase SM-51896, March

Use of Large Solid Motors in Booster Applications, Douglas Report Nos. DAC-58036, DAC-58037, and August 1967. Thrust Report Propulsion ER 6959, Nozzle 12 October

Final Report. DAC-58038,

Air Augmented Division Final Project Thiokol

Study (U). 1966 (C). Development City, Utah), (U). Thiokol 30 September

TRW

Structures

I0.

3044: Submerged Hot-Gas Valve Chemical Corporation (Brigham Technical Direction Meeting Report No. TMC-Z31-9-6, Submerged Conference, TU-56Z Hot-Gas Vol Motor Valve

Program. June 1965. Chemical 1966 (C). Solid

II.

Large Motor Corporation, D. M. Cos,

IZ.

TVC (C).

(U).

ICRPG/AIAA

Propulsion 13. J. W.

I, July Design

1966

Wilson.

Report

on

Flexible Report

Bearing No.

Seal Assembly. Thiokol Chemical TWR-Z356, 16 March 1967.

r

Corporation

8.1

14.

Manuel

Fuentest

and

John

Thirkill.

Evaluation

of TVC

Systems

for

Solid Propellant Motor Application. Thiokol Chemical Corporation, 16 December 1963. Prepared for the AlAN Solid Propellant Conference, Palo Alto, California, Z9 to 31 January 1964. ] i/iiii/ i T. J. Dahn. Data Analysis, Thiokol Chemical Corporation Injection August TVC 1964. Flexible Seal No. Nozzle TE Demonstration 2-183-6-7, Z7 (U). June Thiokol Chemical Tests (U). and Performance TU-IZI Motor Corp., Prediction for the Hot-Gas Secondary Note 9166-TN-6,

15.

Vidya

Technical

16.

AF

156-9

Corporation, 17.
7

Ileport

1967.

Design Z60-in. Report

Study and Cost Solid Rocket No. LPC 759-F.

Estimates Motor (U),

for Application of Lockseal to Lockheed Propulsion Company,

18.

Development

of an

Elastomeric

Seal

for

Omniaxial

Moveable Report

Nozzles

(Lockseal) (U). Lockheed No. AFRPL-TR-66-11Z,

Propulsion April 1966

Company, (U).

19.

Development of an Nozzles (Lockseal). AFRPL-TR-65-173, Cold Flow Gas

Elastomeric Seal for Omniaxial Moveable LPC Progress Report No. Z, August 1965 (C). Performance Maryland) Studies Allegheny June Ballistics 1963

Z0.

Injection

Laboratory to February ZI M. G.

(Cumberland, 1966. Jr., Final et al. Report.

ABL-TR-66-1,

Haydin, (U), No. and

NASA

Propellant 1966 (C).

Gas

Valve

Scale-Up

Program Report ZZ. Valve

Allegheny

Ballistics

Laboratory,

ABL/R-6Z, System Design

March for

6500F

Chamber-Bled No. ABL/Z-64,

TVC.

Allegheny November Z3.

Ballistics 1963.

Laboratory

Report

Application of Propellant Gas Valves for TVC of High-Pressure, High-Acceleration, Solid Propellant Rocket Motors. Allegheny Ballistics Laboratory, Report, No. ABL/Z-7Z, May 1964. The Vickers Warm-Gas TVC System Study. Prepared for Langley Research Center, NASA under Contract Nos. NAS I-Z96Z and HAS 1-410Z, Vickers Incorporated (Troy, Michigan). Proportional Solid Propellant Secondary Injection Control Study. Prepared for NASA under Contract September 1965. Solid Propellant, S.I.T.V.C. Prepared for NASA under Under Contract Thrust Vector No. NAS 1-2962,

Z4.

Z5.

Z6.

Phase I, Study of Proportional Simulated Altitude Conditions. No. NAS 1-410Z, June 1966.

82

ZT.

Phase III, Feedback Prepared

Development of a Proportional Pneumatic Valve for Z, 000OF for NASA under Contract No.

Two Stage Pressure Solid Propellant Systems. NAS 1-4102, July 1966.

ZS.

G. E. Daniels, J. R. Scoggins, and O. E. Smith, Terrestrial Environment (Climatic) Criteria Guidelines for Use in Space Vehicle Development, 1966 Revision. NASA Technical Memorandum No. X-53328, 1 May 1966. Failure
D. R. Series

Rate

Data

Handbook

(FARADA).

Bureau

of Naval

Weapons.
Data

Earles and M. F. - Failure Rates.

Eddins. Reliability Avco Corporation.

Engineering

8"3

_L _ I

....