Chapter 7

Vehicle Stability and Control

Helmut F. Bauer

7.1 INTRODUCTION choice of the control system and its gain values,
I . order to analyze properly the performance and how to obtain the requirements for addi-
of rockets and space vehicles, it is necessary tional baffles to provide damping of the liquid
to consider the general problem of dynamics in the containers. To simplify the analysis,
and stability of the vehicle under thrust. aerodynamic effecta and the inertia of the swivel
Since, with the increasing size of space vehicles engines, as well as their compliances, are
m d their correspondingly larger tank diameters, neglected. The control moments will be pro-
the liquid propellant frequencies come closer duced by the s~vivelengines. The main energy
to the control frequency of the vehicle, there- is fed into the system by the feedback loops
fore the influence of the sloshing propellant between the Y tructure of the space vehicle
can no longer be neglected. Also, with this and its control system.
increase in the diameter of the propellant The coordinste system has its origin at the
containem, the amount of propellant partici- center of mass of the undisturbed vehicle.
pating in sloshing and the corresponding The accelerated coordinate system is sub-
liquid forces become rather pronounced and stituted by an inertial system such that the
can influence the stability of the vehicle con- space vehicle is subjected to an equivalent
siderably. Since the largest portion of the field of acceleration (fig. 7.1). Centrifugal
total might of the space vehicle is in form of and Coriolis forces. which result from a rota-
liquid propellant, the problem of interaction
of the sloshing propellant with the motion of
the space vehicle remains an important con-
sideration throughout the entire powered flight.
The general problem we are concerned with
here is the motion of the center of mass, the
rehicle attitude, the motion of the propellants
in the tanks, and the lateral bending of the
vehicle structure under the action of a control
system. For the purpose of the following
investigations, the rate of mass, the moment
of inertia, and accsleration variations were
considered small enough to be n e b 1 e . I
The questions to be answered therefore are
how to decrease the intluence of propellant
sloshing upon the stabili* of the vehicle by
proper container geometry and location, proper
The equations of motion derived in this chapter
are quite simple and am only adequate to illustrate
gross &ate of the interaction of p r o p e h t sloehing,
structure, and control.
226 THE DYNAMIC BEHAVIOR OF LIQUIDS

tion, are considered negligible and the accelera- I/,=the displacement of the dosiling masses
tion is in the direction of the t r a j e c t ~ r y . ~ relative to the container \{-all
s,=the elastic deflection of the normalized
7.2 SIMPLIFIED EQUATIONS OF MOTION bending rilode shape
Kinetic Energy
I n order to outline the problem at hand, me
~ v i l lconsider the motion of a flexible body in The l;i~~ericellerg!- is compo3ed of parts
the plane perpendicular to the trajectory. FTe arising irorr, niotlc,lt> ul the empty structure of
define a set of body fixed coordinates, z, y, z , the spttce 1-ehicle ttnd the liquid propellant
IF-ith the origin coinciding with the center of The influence of the s~i-ire1engines can be
mass. The translatory motion, y, of the neglected. The kinetic enera-. TS, of the empty
vehicle, the rotational motion, 6, about the structure is obtained h:- qsl~mmation of the
center of mass, as well as the propellant motion, translational itnd 1.ututiunn1 kinetic enera- of
y,, and the bending vibrations, qn, are restricted each segment. The trnnslational velocity, r.
to the x-. y-plane. We follo~rthe conventional restilting frclm i r ~ n - i ~ t i orcr:~~iu:l
u, ilnJ bending
method of deriving the equations of motion displncrinenr~a n u the: illigid:tr veiocity, W . are
from Lagrange's equation. I t is assumed that
the motion of the space vehicle can be described
bg n superposition of a finite number of pre-
assigned bending mode shapes with a tmnsln- \ritere r 1s the distance uf tlie considered ele-
tory and rotational motion of the vehicle. The ment from the center of mass of the space
elastic mode shapes are introduced as normal vehicle, nrid I-, is the uurnlalized bending de-
modes of vibration of the vehicle structure. flection of :he ~ * tlater111
h ber~dingmode. (The
Lagrange's Equation
dot indicates differentiation with respect to
time, while the prime stands for differentiation
For the derivation of the equations of motion, \\-ith respect to z.) The kinecic energy, T,. is
we employ Lagrange's equation in the form then

where T is the kinetic e n e r g of the system, D

the dissipation function, and I' the potential
energy. The generalized forces, Q, , correspond
to those external forces which cannot be de- Here, m i is the mass of the structure per unit
rived from a potential. The generalized co- length and I: is the mass moment uf inertia
ordinates, g,, are independent, of each other per unit length about the center of mass of the
and specify the configuration of the system a t elemental segment. The integration is per-
any time, their number representing the number formed over the total vehicle length and the
of degrees of freedom of the system. These bending mode deflection curves, IT,,are normal-
coordinates are: ized (to unity) a t the swivel point of the engines.
The kinetic energy, T,,, of the liquid pro-
y=the lateral translation of the center of pellant can be obtained from an equivalent
mass, or centerline of the undeformed mechanical model. (See ch. 6.) Such a model
space vehicle describes the linearized liquid motion and m a y
#=the rotational motion of the centerline of consist of a fixed mass, mo, and an infinite set
the undeformed vehicle about the center of oscillatinp nitlsses. m,, which are attached
of mass. relative to the z-coordinate to the propellant container ~ v by d means of
springs of stiffness k,. With this mechanical
See refs. 7.1 and 7.2. Other papers on the subject
of dynamics of missiles are given in refs. 7.3 through analogy, the kinetic energy of the propellant
7.6. can be written as
 VEHICLE STABILITY AND CONTROL 227
Here, :W,represents the bending moment and
Q, the shear force acting on an elemental cross
section. The flexural stiffness is EI, Q is the
shear modulus, and A, represents the shear
area of t,he cross section. The bending fre-
quency of the vth lateral bending mode is
w,, and -\IB, represents the generalized mass of
the space vehicle. I t may be mentioned here
that the values .blB,, y,, w: are obtained from
where 1 indicates the number of propellant n lateral bending analysis.
containers, m , ~the fixed (nonsloshing) mass in The potential energy of the propellant is
the Xth propellant tank, m , ~the mass of the obtained also by using the mechanical analogy
nth sloshing mode in the Xth container, zor and is composed of the energy stored in springs
'

the distance of the nonsloshing mass in the and the raising of the model masses in the
Xth container to the center of mass of the ve- gratltntional field. The complete expression
hicle, and ZA, the distance of the nth sloshing is:
mess in the Xth container to the center of mas.,
of the vehicle. The value lox is the moment of
inertia of the nonsloshing mass in the Xth
container about its own center of mass. The
displacement of the mass of the nth sloshing
mode in the Xth container relative to the tank
wall is denoted by y.&.

W i d Energy
Dissipation Function
The potential energy is also composed of tn-o
main parts; namely, that of the structure and The dissipation function of the strllcture
that of the propellant. The potential energy arises from its Jtruct~lraldamping, which is
of the structure is again made up of two parts, considered proportional to the nmplitude of the
one of \vhich represents the elastic energy of elastic system and in phase mitii ita t-elocity.
deformation This. rlnfortunately, {I-oi~ld!e.\d tl, c~)mplex
elements which I\-ould complicate the analysis
considerably. To i~roid this computntionnl
complication. n dissipation fnnction is employed
~r-hicliis bused on an equil-dent linear viscous
damping This is j ~ ~ s t f i e das long as the
damping forces Are ,-nisi1and only of importance
and the other represents the work performed in the nelghbtwhood 17:' the bending frequencies.
in raising the center of mass of the empty T!lc cii+sipiitiuli ili!:c+:it>n
q)F the ~trilccrlreis
vehicle in the gravitational field as the result therefore giveu by
of rotation. This part becomes, in linearized
form
42
V,,= m,gz, 2- (7.3)
where g. is the dimensionless structural damping
Equation (7.4) can also be expressed as coefficient of the vth luteral bending vibration
mode, and ranges in the neighborhood of
0.001 , < g e l0.05.
The dissipation function of the liquid pro-
pellant arises from the eqilirctlent linear viscous
damping as it was introduced by linear dashpots
228 THE DYNAMIC BEHAVIOR OF LIQUIDS

in the mechanical model. (See ch. 6.) This and propellant flow forces in the pipelines, the
takes the form, with only force we shall be concerned with d l be
that of the vehicle thrust, F. If only a part,
1 ' - 1 I.
F,, of the thrust F=Fl+F2is employed for
DpsZ AC C c n & n = CA - 1 n-l
C rn~un~ms&s (7.9)
- I n-1 control purposes, that is, if only this part of
the total thrust can be gimbaled, while the
where CnA is the damping factor and w* is the remainder, Fl,of the thrust is stationary, then
circular natural frequency of the nth sloshing
the derivation of the generalized forces with
mode in the Xth container.
respect to the thrust is as follows.
The generalized force of the lateral transla-
The equations of motion are to be obtained tion resulting from the thrust vector of the
by performing differentiations for each general- vehicle is given by the thrust component in the
ized coordinate in the Lagrange equation, y-direction. The virtual work is (see fig. 7.2)
~rherethe follon-ing relations hare to be ob-
serred.
The total mass: m. of the vehicle is given by
(engine mass neglected) from ~vhichthe generalized force, Q,, is obtained
as
I 1
rn=Sm; d z + C m o A + C m., (7.10,
A-I A-1 n-1

The origin of the coordinate system is a t the

equilibrium position of the center of mass of where b is the engine deflection as measured
the total space vehicle, ivhich is expressed by from the centerline of the vehicle. The gen-
the equation eralized force of rotation is presented by the
moment of the thrust force about the center of
mass of the vehicle, and 154th

Furthermore, the linear momentum for the

normal modes of ribration is conserved and
expressed by

gives the expression

\\-here the integrations nre to be performed

along the total vehicle length.
Generalired Thrust Forces

Before proceeding to the derivation of the

equations of motion, t,he generalized forces that
cannot be represented from a potential are
derired. These are obtained by calculating the
virtual ivork done by the external forces through
virtual increments, 6q,. of the generalized
coordinates, p,. Thus,
a W = x Qdqt
where IT is the work and Q, are the generalized
forces. Since ive neglect aerodynamic forces Frcuae 7.2.--Generaliked forcea malting from thrcrnt.
 VEHICLE STABILITYAND CONTROL 229
Finally, the generalized force of the thrust with
respect to the generalized coordinates arising
from the lateral bending of the space vehicle are
obtained in a similar way by observing that the
thrust force is always perpendicular to the
lateral bending motion and that the virtual
work through a virtual displacement of the The value xg is the distance of the swivel
generalized coordinate, v., is point of the engines from the origin and k is
the radius of gyration of the vehicle. The
right-hand side of equation (7.1.7) represents
The generalized force is therefore the generalized force of the thrust with respect
to lateral bending. The values Y,(L~)and
Y;(xE) are the lateral displacement and slope
of the vth bending mode s t the location of the
The generalized forces of the thrust with swivel point, respectively.
respect to the s l o s h displacement are zero;
i.e., QUn=O. Propellant Equation of Motion
The equation of motion of the moving pro-
Translational Equation of Motion pellant in the containers of the vehicle is based
The equation of motion for translation, y, of on the mechanical model and is obtained by
the vehicle is obtained from equation (7.1), applying the Lagrange equation to the gen-
with equations (7.2) and (7.3), by employing eralized coordinate ynA observing that the
the results equations (7.10) through (7.13), thus generalized force, Q,,,, vanishes. This yields
the equation of the modal sloshing mass
m8-k 2 n-l
A-I
m.,ji.h= F++ F~B-F .-I s.Y;(z~) (refs. 7.7 and 7.8)

Pitching Equation of Motion

The equation of motion of the vehicle in
pitching, 6, is obtained from equation (7.1)
with q,=6, and employing equations (7.2)
tilrough (7.14), thus

14-5
n - 1 A-1
1
c m,,x.,y.,-g xc
m 1

n-1 A-I
mnA~nh+Fzx~@
The subscript n indicates the number of the
propellant mode under consideration, while A
indicates the container number. ,'A is the
damping factor of the propellant and W,A is
where the effective moment of inertia of the the undamped circular natural frequency.
space vehicle is given by Y.(Z,A) and ( A ) are displacement and
slope, respectively, of the vth lateral bending
mode a t the location of the nth sloshing mass
in the hth container.

Laieral Bending Equation of Motion

As vehicles inmeam in size, the lateral funda-
and the equation for the conservation of the mental bending frequency approaches more
angular moment has been observed as and more closely to the control frequency and
230 ~m DYNAMIC BEHAVIOR OF LIQUIDS

the lower natural frequencies of the propellant. Control System Equation of Motion
This indicates that in many cases the bending A c t u d y , the control equation cannot be
vibrations of the vehicle cannot be neglected expressed as a linear equation; however,
in a dynamic analysis of the vehicle that also translational and rotational motions of the
includes propellant sloshing and the control space vehicle usually occur a t sdEciently small
system. (See ch. 9.) frequencies so that the control elements can
The equation of motion of the vth bending be considered as essentially linear. Non-
mode is obtained from equation (7-1) together linearities usually occur at &h .er frequencies
with equations (7.2) through (7.7) and by in the form of saturation of amplifiers, limited
output of velocities, and so forth. The con-
noting the results of equations (7.12), (7.19),
trol equation is w~itten,therefore, in the form
and the orthogonality relations between normal
modes, as expressed by

where t,he operators j, and fi are functions that

depend on the character of the system. A t is
t,he indicated acceleration, as measured by an
accelerometer normal to the longitudinal axis
of the vehicle. In linear form one can express
this as

thus
Here, the p. are the so-called phase-lag co-
?.Sg.w.i.+ F2 Y,(zE)B
w:v.=- AdB. efficients, and 4, is the indicated angular
deviation from the trajectory as indicated by
the gyroscope

where 1': (Q) is the derivative of the

vth lateral bending mode at the location
Here, w, represents the natural circular fre- of the gyroscope. If the fundamentai lateral
bending frequency is ~ r e l labove the control
quency of the vth lateral bending mode and g.
and propellant sloshing frequencies, o f 11-hich
is the corresponding structural damping. The
the corresponding sloshing mnsses create pro-
generalized mass of the vth lateral bending nounced dynamic effects, the flexibility of the
mode, i%,, is given by the expression space vehicle can be neglected and the control
equation can be written in the simplified form
(v=O; j = l . 2, K=O, and p,=l)

Here, time derivatives in 8 , which produce

increasing phase lags \vith increasing frequency,
have been neglected. In order to include the
effect of the flexible structure, the phase-lag
The values Y.(~$A)
and Y:(x*) represent nothing coefficients are of importance and have to be
but the displacement and slope of the vth considered. A still simplified control equation
for these cases would be of the form
lateral bending mode at the location of the
nonsloshing mass in the Xth propellant tank.
 VEHICLE STABILITY AND CONTROL 231
which only, approximately describes the com- the accelerometer is required to provide a
plexity of an actual control system. By proper reference for translational motion. An acceler-
choice of the phase-lag coefficients, p1 and p,, ometer and a gyroscope are therefore capable of
and by proper choices of the attitude value, a,,, supplying information about the motion of n
and the rate value, al, the control system can be rigid space vehicle in the pitch plane (z, y
approximated. A simple system is preferred for plane). In addition to the ,Toscope, an accel-
this type of analysis in order to keep the analysis erometer provided for control purposes can, by
and the interpretation lucid, and still render proper choice of the gain value and its vibrn-
good results. If no accelerometer is employed tional characteristics, t h o diminish loads and
for control purposes, the gain value, g2, vanishes. reduce engine angle requirements of the swivel
This term, g,, is a measure of the strength with engines. Mounting an accelerometer to the
which the control accelerometer influences the structure of the vehicle such that its sensitive
control of the space vehicle. direction is perpendicular to the longitudinal
The attitude gyroscope is a free gyroscope axis of the vehicle, this instrument is then
that measures the position of the vehicle, the capable of sensing, the accelerations due to
main function of the gyroscope being to main- translation, pitching, and bending motions.
tain a space-fixed angular reference. Since we The equation of motion of an accelerometer
restrict our motion to one plane only (pitching), (shown schematically in fig. 7.3) can be obtained
we consider only the appropriate ,Toscope of from Lagrange's equation. The kinetic e n e r p
the stable platform. The essential property of is given by
a gyroscope is used, which represents an angular
velocity about an orthogonal a . h (output adds),
if a torque is applied about an input axis. If
the platform on which the gyroscope is mounted
is perfectly balanced and the bearings are where y,, is the relative deflection of the acceler-
frictionless, no torque will be experienced by ometer mass, ma, with respect to the space
the platform, thus maintaining its orientation vehicle, and (-z,) is the location of the accel-
regardless of the motion of the space vehicle erometer measured from the mass center of the
(ref. 7.9). The pickoffs of the gyroscope must vehicle. The dissipnt,ion function correspond-
be very- light in weight and should not introduce ing to linear damping can be represented by
-
any torques; this Ean be achieved by various
forms of capacitive, inductive, or optical pick- -
D=,ca y3,
offs. Because of unbalances and friction, which
cannot be eliminated completely, a disturbance where c, is the damping coefficient. The po ten-
torque is exerted on the stable platform; a servo- tial enerm is
system coanteracts this disturbing torque and
produces essentially a torque-free system. For
the purposes of this chapter, we consider a
v=-h?a d.-magya (4-2
"-1
?.~-:ii,)
properly designed ,Toscope which exhibits cr
transfer function of unity for n very large
bandpass. This means that the indicated
attitude angle will be the same as the input
angle and is described by equation (7.25). 'p
U
I
0

-
9L
.Y
Acceletometw Equation of Motion 5
>
A vehicle moving in the pitch plane possesses I
two rigid body degrees of freedom, one trans-
lationel degrm of freedom in the ydirection and
one rotational degree of freedom denoted by 4.
While the gyroscope detects' rotational motion,
i y.

F I C ~ E: . J . - S C ~ ~ ~ Y ~ I Cof acceIerornetcc.
232 THE DYNAMIC BEHAVIOR OF LIQUIDS

The first term is the energy stored in the spring,

while the second term is the potential energy
decrease resulting from the change of location
of the mass, ma, in the equivalent acceleration
field, g. With these results, the equation of
motion of the accelerometer is obtained by
applying Lagrange's equation to yield

With k,/m,=w3 as the square of the natural

circular frequency of the accelerometer, and
cairna=2rawa,one obtains
FIGURE7.4.-Schematic of rate gyroecope mounting.

mounting of such a rate groscope. I n con-

trast to the free gyroscope, the outer frame of
the rate ,gyroscope is rigidly fastened to the
where la is the damping factor of the structure of the vehicle. The inner gimbal
accelerometer. support is restrained by a spring and damper
By scaling the output in such a manner which permit a limited rotation about the
that it is equal to the input, for frequencies outer frame. The z-axis about which the ve-
small in comparison with the natural frequency hicle turns is called the input axis, and the
of the accelerometer, one has to transform with axis of rotation of the inner gimbal frame is
called the output axis. Any rotation of the
vehicle frame a t a rate will act as a forced
precession of the spin axis and \\-ill induce t i
gyroscopic reaction torque. This torque is
where -4, represents the indicated acceleration. given by
The response characteristic of the accelerometer
is therefore determined by the differential
equation
where IR is the moment of inertia of the rotor
and OR its angular velocity. tjRrepresents the
angular velocity of the structure of the vehicle
a t the location of the rate gproscope. The
torque, MR, is balanced by the inertial, damp-
ing, and restoring moments of the gyroscope
Rate Gyro Equation of Motion about its output axis. Damping has been
introduced to prevent the undesirable condition
In some space vehicles, the rate of the
of excessive overshoot and oscillations about
attitude angle, 6,, in the control equation is
not obtained by a differentiating network oper- the steady-state angle. The behavior of t,he
rate gyroscope can therefore be established
ating on the angle, 6,, but rnther by the output
from the differential equation
signal of a rate ,gyroscope. The function of a
rate gyroscope is to @re an output signal which
is proportional to the angular velocity about a
perpendicular axis. Figure 7.4 represents the where lo represents the moment of inertia of
 VEHICLE STABnI'IY AND CONTROL 233
the rotor and the inner gimbal frame with its rate, maximum bending moments, wave
respect to the output axis. ca is the coefficient height of the oscillating propellants, etc., as a
of viscous damping and KO is the restoring consequence of a given wind increase and gust
moment per unit angle. By defining through which the vehicle may have to pass
during the ascent phase of its fiight. The
dynamic characteristics of the vehicle differ
the angle 9 is scaled in such a fashion that the in complexity depending, of course, tlpon the
indicated value, B,, for frequencies small in complexity of the system itself; they are reduced
comparison with the natural frequency, w,, here to a less complex system by truncating
of the rate gyroscope (&= Ku/fu), represents the equations of motion in such a fashion that
the angular velocity of the vehicle at the loca- a more lucid presentation can be provided
tion of the ,gyroscope. The response chnr- without loss of the more general features of the
acteristic of a rate gyroscope of natural circular system.
frequency, w,, a damping factor, I,, and an
angular velocity, WR, of the rotor is therefore Stability Techniques and Stability Boundaries
described by the differential equation Since the response of a system depends on
its stability, the roots of the system are the
most basic parameters of the system dynamics.
These describe the response r e d i n g from any
where 8, represents the indicated angular excitation and depend only on the physical
velocity of the airframe of the vehicle at the parameters of the system. We shall therefore
location of the rate gyroscope. The control discuss, in this section, the basic techniques for
equation, in which the rate is governed by obtaining the characteristic roots of a dynamic
the output of a rate gyroscope, and with system and shall study the variation of these
additional accelerometer control, is then (see stability roots with changes in the physical
eq. (7.27)) characteristics of the vehicle.
The optimization of the response behavior
p 2 B i p l B + ~ = a d , +al8,+g2iit (7.30) of the vehicle is based upon the possibility of
where
shifting the stability roots of the system.
(See fig. 7.5.) This means that if the loclrtion
of the roots can be changed in the comples
7.3 INFLUENCE OF PROPELLANT LATERAL plane (root locus plane) (fig. 7.5) in such a
SLOSHING fashion that they exhibit n larger negnti~-ereal
The dynamics of space vehicles tare best
described by the two essential investigations of
stability and response. Stability expresses the Stable region Unstable rqlon
ability of a system to achieve a state of motion S - plane
and how rapidly this can be done. In the
analysis of space vehicle performance, one
usually is satisfied to determine just the roots
(boundaries) of stability, rather than solving
the total system of equations. The shifting of
roots to more optimal positions, if possible, is
a major part of the analysis. If this is accom-
plished, however, the response of the vehicle
is then required to determine whether or not .

the design of the syatern is appropriate for knm indkates increasing stability by changing
physical pranaters al the system (root migration)
certain given inputs. In a space vehicle, these
deign valuea are the available engine deflection, FIG- 7.5.-Root loenr plane.
234 THE DYNAMIC BEEAVIOR OF LIQUIDS

part, by changing the physical properties of

the system, the system will show enhanced
stability and will more efficiently achieve a
steady-state condition and absorb a disturbance
more rapidly. A very convenient way to study
the migration of stability roots is by plotting
them as continuous functions in the complex
plane; this is called a root locus plot and
represents a curve of all (or those which we are
most interested in) root locations in the complex
plane ( r + i w ) corresponding to the change of
some of the physical parameters of the space
vehicle. The effect of the change of any other
parameter can also be obtained. One can
therefore investigate the necessary changes that
should be introduced into the system to yield
enhanced stability and response features.
In space vehicles, the characteristic equation
is of higher order and a direct analytical solu-
tion is laborious and sometimes even unneces-
sary for design purposes. Although the solution
of such a polynomial can be performed by the j 0 al as I
method of Sturm and Graeffe (ref. 7.10), or its and
modification by Brodetsky and Smeal (ref. ,a, a, a s . . . '
7.11) without any difficulties, in many cases it
is sufficient to linoil- whether or not the real
parts of the roots are negative, thus indicat-
ing a decaying motion with increasing time
(stable motion) or rvhether they are positive
and represent an unstable motion with increas-
ing amplitude as time increases. When a
design parnmeter is to be considered as a
rariable, it is especially important to have
available criteria for the stability in terms of For w quadratic equation in s, these conditions
the roots. Criteria of this type are given by are satisfied if the coefficients a,,, all and a are
Routh (ref. 7.13) and Hurl\-itz (ref. 7.13). positive. For a cubic equation, the Hurnitz
Another method for the determination of the conditions are
location of the roots is the root locus method 0, as1
by Syquist (ref. 7.14). In the follo~r-ing,we Hl=al>O, H:=I >o,
shall use only the Hurwitz criteria. I a0 a*
A necpsary and sufficient condition that the and
equation
a1 G 0 ;
I

H3=, a,, a2 a, > 0 (7.35)

with real and positive coefficients, a n , have
only roots with negative real parts, is that the
ax and the values of the determinants, H,,all To obtain some insight into the degree of
be positive. The determinant. H, is of the stability, that is, the rapidity of decay of the
form: motion, it is sometimes of interest to determine
 VEHICLE STABILITY AND CONTROL

the magnitude of the smallest negative real we have

part. For this reason, one shifts the imaginary
axis toward the left. by

where ;>O and real. If the transformed

polynomial is just still stable, that is, the
smallest root is very close to the shifted imagi-
where [n/2] means the smaller integer closest
nary axis, me obtain a measure of the magni-
tude of stability. to n12, or equal n/2, if n is even. This in-
The stability boundaries are characterized dicates that for even R the expression X(w)
by the roots, o,f which a t least one has a zero will be an even polynomial of nth degree
real part while the others are stable roots. while Y(w) is an odd polynomial of (n- 1)st
For an n t h d e g e e pollvnomial the stability degree. For an odd value n, the X(w) is an
boundaries are presented by even function of (n- 1)st degree and Y(wj is
an odd polynomial of nth degree. Therefore,
a,=O and H,-,=O
X ( w ) = X ( - W ) and Y(u) = -Y(-w). The
To determine which side of the stability function ~ ( w ) is represented in the w-plane
boundary represents the stable region, one locus curve as w assumes the values from
point !not located on the boundary) is chosen, -a to t m. -All roots of the polynomial
and its stability is investigated with the pre- w= P(s) =0 are mapped into the origin w=O
vious Hunvitz determinants, L7.>0 (eq. (7.35) ). of the w-plane. The location of this point,
For a quadratic equation, the stability bound- therefore, with respect to the locus curve will
Rlies are given by a2=0 and a,=O. For a
be characteristic for the root, s., with respect
cubic equation, the conditions are
to the imaginary asis. The fact that X(w)
aa=O and Hz=alat-a,,a3=0 is even and Y ( w ) is odd reveals that only
u 2 0 has to be considered. The locus curve
and for quartic equation they are
starts out for w=O on the X-axis and the
a4=0 and HJ=O, i.e., a,ap3=a:a4+a& w-plane a t w=ao and represents, with
Another method for determining the stability a curve such as shown in figure 7.6. In order
would. be that of the locus curve. The poly- to answer now the question of stability of the
nomial of the complex variable. .Y, represents a roots, 8,. we imagine it point, s = i w . on the
complex value, w imaginary mis of the s-plane and consider
w= P(s) the connecting lines of the vth roots, s,, to
If all roots, s, are stable roots, they must be
located in the left half plane of s, that is, the
imaginary axis, s=iw, separates the left stable
from the right unstable region of the s - plane
s = iw
s= a+ieplane. Introducing s=iw into the
polynomial w= P(s) and investigating the map-
ping of this imaginary axis in the wplane
should yield some criteria for the stability of
the roots of the polynomial. With 0

s=iw i qV
5-5, ' r,e
and
236 THE DYNAMIC BEHAVIOR OF LIQUIDS

that point. This is, however, a factor of the The polynomial of nth degree P(s)=O has
product representation of the polynomial
A=- n + m stable roots
2
and
n-m
where P=T unstable roots
u=X+iY
X= R cos @ if the locus curve for w=O to corers the
Y=R sin 4 angular region from 0 to ( X - p ) r / 2 in the
positive sense.
Front this, one obtains This method is particularly useful for in-
vestigating the effects of changes in physical
purameters on the behavior of a dynamic
system, especially if high-speed computing
machines are available.

If none of the roots, s,, is located on the General Giteria for Stability of Vehicle With No
imaginary asls, i.e., r,#O, and if a,>O, it follou-s Propellant Sloshing
that R>O, which meais that X and I' have After the equations of motion have been
the same zeros ss cos 9 and sin 4, respectively. formulated, as indicated in the preceding
If all roots, s,, are in the left-hand plane sections, a dynamic analysis of the vehicle in
(stable roots), then 4, can cover only the flight must be performed. The interaction of
angular region from - s / 2 to + r / 2 for the bending of the flexible vehicle with the
p=iw moving on the imaginary axis. The rigid body motion, the sloshing of the pro-
angle, 4, therefore, can only corer the angular
pellants, the reaction oi the swivel engines and
region -nn/2 to + n r / 2 ; or, for w=O to m . their compliance, the excitations provided by
it 11-ill corer the angular region 0 to nn/2. aerodynamic forces and wind gusts, and the
The angle, 4, is the angle of the complex value coupling of the control system providing the
w=Rei* of the locus curve, and one now obtains stability of the space vehicle, must all be taken
the criterion: into account. The equations of motion have
The equation P(s)=O has only roots been linearized and can be solved on a high-
with negatil-e real part, if the locus curre speed computer. I t is evident that a detailed
sc= P ( r \ = v ? ( w j (for p = i u ) circles the formulation and dynamic analysis is beyond
origin w=O in such n fashion, that the the scope of this monograph; however, it is
angle. #, covers the angular region from possible to discuss more or less simplified
0 to n r / 2 ns w changes from 0 to (count- sets of equations of motion which shall serve
ing positire toward the left). to illustrate gross effects and yet be of funda-
Tf one root is in the positive half plane, say mental importance in the preliminary design
on the real axis, then the angle covers the of a space vehicle.
region from n to nj2, in rotating by r / 2 in the In order to maintain stable conditions
negative sense. For X stable and g unstable throughout powered flight, it is n e c e m to
roots, the angle, @: yields u rotation of avoid adverse feedback conditions arising from
ranges from 0 t o
number of roots
-
i X - p ) ~ , / 2 = m ~ i 2in the positive sense, if w
. 117th n trs the total
inherent phase lags of the sensing element and
erroneous signals from bending vibrations.
Especially for aerodynamically unstable vehi-
cles, which are particularly sensitive to atmos-
A-p=m pheric disturbances, artificial stabilization
one concludes: through the control system (with accelerometer)
 VEHICLE STABILITY AND CONTROL 237
can alleviate the required control deflections of Accelerometer: Equation (7.28)
the gimbal engines, and reduce the loads which
can be a potential hazard to the flight per- A+%
u: w.
At+&= j-&l-@+<Y(zJ +qgY'(3

formance of the vehicle. We will consider (7.39)

here the problem of rigid and flexible vehicles, Rate gyro: Equation (7.39)
where the propellant is treated us rigid mass,
:rnd determine some of the basic requirements
for the location of the sensors and their vibra- The control equation is used in its simplified
tionnl characteristics. Some criteria can be form
developed which yield enhanced stability of the
vehicle without resorting to electrical filter
networks, as is performed in a complete root
locus ~nalysisof the dynamic system. The For a given configuration, the control require-
ments are strongly dependent on the mutual
sensors treated here comprise accelerometers
settings of the control system.
and rate gyroscopes. With these assumptions, I n the following discussion, numerical results
the equations of motion, considering only one have been presented for u Saturn I-type vehicle
bending mode. reduce to the folloit-ing form: for which half of the thrust is available tor
control purposes (refs. 7.9 and 7.15).
Translational motion: Equation (7.16)
Gihria for Position Gyroscop.
my=Fe+- Fd- F?Y'!x,) (7.36) This investigation presents the stability
where Y is the first bending mode. gB)
boundaries in the (P;, plane, indicating i t
what location a gyroscope should be mounted
Pitching motion: Equation (7.17) to maintain stability for u certain structural
damping g, and for various gnin values and lag
I;dLF?zEfi=F!Z & ~ Y ' ( X-?Y(z#)
~) (7.37)
The control equntion, equation (7.27), was
Lateral bending aibration: Eql~ntion(7.233 employed with an accelerometer gain value of
g2 =O, that is, no additional accelerometer
F'2 control. Neglecting the effect of translational
q+gaw'i +u'n=x yY(xg)8 (7'38) motion and combining the equations for piteh-
ing motion, equation f7.37), and bending
T h e dynamic churucteristics of the control oscillations, equntion (7.35), with the control
3ensors clre represented by the foI1ominp equation, equation (7.-11), lends to the condition
eqilations: that for this system of three homogeneous
- _ _ _ _ algebraic equations the coefficient determinant

must vanish. The stability polynomial is of damping usually provided is n a c i e n t to

sixth degree. For p2=0.0084 and p,=0.05, it maintain stability. For low bending frequen-
found that for a ,Toscope location close cies the location behind the antinode seems
to the i~ntinode, the degree of structural reasonable, but for larger bending frequencies
238 THE DTNAMIC BEHAVIOR OF LIQUIDS

a location in front. of the antinode also yields by setting the coefficient determinant equal to
stability; this is due to the lag terms in the zero. Thus
control equation.
If only the bending equation, equation (7.38),
is combined ~ r j t hthe simple control equation
3 =aoqtf a l i t
where
6t=-~Y'(za)

the stability polynomial is of second order and

which yields a fourth-order stability polynomial:
exhibits stability if the coefficients are positive,
and is of the form

with the coefficients

Since all of the values in these coefficients nre

positive by their very nature except for 17'(xo),
vhich can be either positive or negative, the
system definitely exhibits stability for In(xc) mit,h
>0, that. is, for a positive bending mode slope
a t the location of the w o s c o p e . This means
that the gyroscope should be locnted behind and
the antinode in the aft section of the vehicle.
The stability boundary is a t where

is the longituhnal acceleration of the vehicle

that is, slightly font-ard of the antinode. and k'=I/m is the square of the radius of
G i t e r i a for Rate Gyroscope gyration. This yields
We shall consider the stability criteria for a
rate ggyroscope by d i ~ d i n gour investigation
into t~t-oparts: one in which the vehicle is
considered as a rigid body, and the other in
which the flexibility of the vehicle is described
by the fundamental bending mode. The stabilit,y b o u n d n q is obtained by setting
Rigid Body Stability
=BOE B,E which leads to
B,B2B3
Treating the equation for pitching motion.
equation (7.37). together with the rate gyro-
scope equation, equation (7.40), together with
the simple control equation in its ideal form representing a hyperbola in the
plane. Only the branch in the first quadrant
of the coordinate system is of physical sigrdi-
and assuming again time dependency of the cance and is shown in figure 7.7. The cross-
form ewe', the stability polynomial is obtained hatched area represents the stable area. From
 VEHICLE STABILITY AND CONTROL

this we can conclude that rigid body stability

20
can be accomplished by choosing the natural
frequency of the rate gyroscope larger than the
control frequency and adjust its damping factor
1.5
to an appropriate value. For a ratio of the
damping factors of unity, a frequency ratio
range of 05"
wu
< (V?) would maintain sta- 2.1.0
a
Unstable
bility of the rigid vehicle.

h n d y Mode Stability a5
Taking, in this case, the bending equation,
equation (7.38), and rate ,gyroscope equation. 0
equation (7.40), together with the control q u a - o a5 1.0 L5 zo
tion, equation (7.41), while omitting all terms we/ wr

corresponding to rigid body motion, yields the F~~~~~ ,.;.-stability boundrry for with
coefficient determinant. rate gyroscope.

The stability polynomial, which is of sixth de- 7.8, this represents a filmiIy of straight line>.
gree, is reduced to tl qunrtic by 3etting the The distance of the intersection point ~ v i t hthe
phase through making the coefficients p?=p, axis from the origin is decreased by incrensinp
=0, which yields finally the stability b o u n d a ~ the frequency ratio (wB/wu),that is, by de-
creasing the rate s o s c o p e frequency toward
the bending frequency. The slope ~ ) fthe sta-
bility boundary line decreases with decreasing
damping ratio (fc/fo) and increasing frequency
ratio (\'wc/wG). Since the frequency ratio is
lunited to a small vaiue because of the rigid
where body stability. the slope is most eff ectirely
changed by the damping ratio. This indicates
that a supercritical damping of the rate -TO-
scope is desirable. h further conclusion that
and can be drawn from figure 7.3 with regard to the
proper location of the rate gyroscope is that
positive slope Y'(xR) minimizes stability.
Therefore, it can be concluded that the
The vdue lzalal represents the distance be- natural frequency for the rate gyroscope should
tween the center of instantaneous rotation and be quite large compared with the control
the mass center of the vehicle. frequency and the highest to-be-controlled
I n the ( e i , eh)-plane, as shown in figure bending frequency under consideration. The
240 THE DYNAMIC BEHAVIOR OF LIQUIDS

be located behind the last antinode of the

to-be-controlled bending modes.
Gihrio for Accr/eronnhr
I n many vehicles, an accelerometer is used
as an additional control element. By proper
choice of its gain ~ a l u ein the control equation
and its vibrational characteristics, such an
element can help to diminish loads on the space
vehicle and to reduce deflection requirements
of the swivel engines. In this section, there-
fore, .we shall investigate the effect of the
vibrational characteristics and the gain value
g, of an accelerometer and shall try to determine
simple criteria for the preliminary determina-
tion of those values (ref. 7.16).
Rigid Body Stability
Since the translational motion of the vehicle
is sensed by an accelerometer, this has to be
considered in a simplified stability analysis.
Therefore, for rigid body stability, we treat
the translational motion, equation (7.36),
together with the pitching motion, equation
I stability boundary
(7.37), the accelerometer equation, equation
FIGURE7.8.-Stability boundary for flexible vehicle with (7.39), and the control equation, equation
rate gyroscope.
(7.41), together with the usual assumption
damping should preierrtbly be supercritical. eJwJ for the solution. The coefficient determi-
or large in comparison with the control damp- nant that has to vanish yields, with q = 0 ,
ing. Furthermore. the r a t e .?Toscope should ~ p ~ = ~and
p the phase coefficients p,=p,=O,
the expression
o -Fz l

The stabiiit?- pblj-nu~filz!ib of fourti1 degree The stability condition, with B ~ B ~ & > B ~ B ; +
with the coefficients B, B: and / z,,~ =L2/xB, is then given by

+(k) ~l-.gg2(1+.)1>0
This is a polynomial of fourth degree in oJw..
 VEHICLE STABILITY AND CONTROL 241
A case of special interest is the ideal ac-
celerometer for which a,> >we. With a =
z,/(zelsl,the result of the above equation with
cgg2=X, yields the simple expression ( ( ~ e l a /is
the distance of the center of instantaneous
rotation from the mass center)

which is shown in figure 7.9. From this it can

be concluded that an accelerometer should be
located fonvard of the center of instantaneous -3.2 -24 -1.6 -as o a8
rotation to allow all possible gain values
k(>O). With decreasing gain values A, the 7I 1
location of the accelerometer becomes less
important for rigid body stability. F i w e s 7.10
i.H.-St.bility fr
bnduia n@d rib
and 7.1 1 show the d u e n c e of .the natural Ire- of varom rut-l freqoeLIv.
quencv, w., of the accelerometer and of the
damping factor, c,. The influence of the
change of these parameters is not very pro-
nounced and does not exhibit u. large dxerence
from the results for an ideal accelerometer. If
the natural frequency of the accelerometer.
however, is small (which should be avoided in
many respects), the stability boundary curves
spread a little more. One can conclude from
the above results that a location forward of the
mass center will insure stability of the rigid
body. With decreasing gain values, the loca-
tion of the accelerometer becomes less irnpor-

FIGURE7.11.-Stability boundaria for rigid vehicle with

accelerometer control ol various damping factor. .i

tant, indicating that location aft of the mass

center also becomes permissible.
It should be mentioned that the expression

.-
-3.2 -24 -1.6 4.8 0 (18

I I1 represents the undamped natural frequency of

the rigid body (referred to as the control fre-
quency) without accelerometer control. The
FIGWE7.9.-Sabili- for ,.ele actual control frequency with accelerometer
ides1 accelerometer control. control depends upon the gain vaIue and Ioca-
242 THE DYNAMIC BEHAVIOR OF LIQUIDS

tion of the accelerometer and is given by the control accelerometer would therefore not result
expression in an abrupt change of the control frequency
c$Z& and would not drastically influence the stability
w~a=h2n-h-Aa) behavior of the vehicle.

From this it can be seen that a location, z,, of & d i n g Mode Stobilib
the accelerometer near the center of imtan-
only the vehicle, quation (7.38),
taneous rotation, that is, a = -1, makes the
and its interaction with the accelerometer,
control frequency nearly independent of the
equation (7.39), and the control equation,
gain ralue, A. For this mlue. Xu, failure of the
equation (7.41),yields the stability determinant

The stability polynomial is of sixth degree.

dss~uning,for reasons of simplification as before,
that the phase-lag coefficients vanish, that is,
p , = p 2 = 0 , the stability polynomial reduces to
one of fourth degree. The coefficients are
given by

u2&:
&=--A Xe' w2
a
w: a,,t w:

The static stability limit is established from the

coefficient B,, which yields

where the equal sign expresses the boundary.

n-here I n the (a,, e:)- lane. this represents a line
parallel to the ,-axis and with a distance from
the ,-axis I\-hich increases ~ i t the
h increase of
the frequency ratio wa/w,, the bending frequency
and over the control frequency (without accelerom-
eter). With increasing attitude gain value, a,,
this boundary shifts farther away from the
ca-axis. Increasing the accelerometer gain, that
is, providing more influence of the accelerometer
For an even more simple criterion, let us assume on the control of the vehicle, decreases the
that the position ,Toscope is mounted at the distance of the static stability boundaq- from
antinode of the bending mode, that is, a t the the ta-axis. The dynamic stability is expressed
location where the slope of the bending mode bs
vanishes (t&=O). With this assumption, the
coefficients of the stability polynomial yield
 VEH~CLE S T A B I L I ~.WD CONTROL 243
where the equal sign represents the stability cates that a more restricted range of locations
boundary (fig. 7.12). In the (c-4)-plane the for the mounting of a control accelerometer is
stability boundary represents a straight line of available.
slope 4. (2)through the origin. Stability is Propellant Sloshing in One Container of a Vehicle
therefore provided below the parallel line to the With Simple Control System
,-axis (static stability boundary) and to the 111 order t o obtain some of the basic effects
left of the straight line (dynamic stability of the influence of propellant sloshing upon
boundary). With increasing a t tit ude control vehicle stability without expending any great
gain, a,,, the dynamic stability boundnrp rotates numerical effort, the equations of motion of the
toward the 4-axis, providing a large part of vehicle w i l l be treated with the propellant as
the left half plane for stability; in addition, the free to oscillate in one container only. The
static stability boundary moves up\+-ard. This vehicle will be considered as rigid (a.=O) and
expresses that a limited range for the location only the most pronounced modal sloshing mass
along the vehicle can be provided for the (see ch. 6) will be retained in the analysis;
mounting of n control accelerometer. If c, is that is, A = 1 and n= 1. Introducing q.=O and
negative, that is. the accelerometer is mounted n = X = 1 into equations (7.16), (7.17), (7.30),
a t a location where the bending mode exhibits (7.26), and 17.28). one obtains the equations of
negative values (vehicle normalized to unity a t motion for the rigid vehicle with propellant
the gimbal station x8), then positive and nega- sloshing in one container and additional
tive values for the slope of the bending mode accelerometer control (refs. 7.17 and 7.15).
are available for the location of the itcceler-
ometer. With increasing frequency ratio of
bending to control frequency, the same trend
occurs. For an increase of the availability of
thrust for control purposes, the static stability
boundary remains a t its position, while the
dynamic stability boundary rotates again
toward the vertical. For increasing acceler-
ometer gain, A, the static stability boundary
moves toward the ea-axis while the dynamic
stability boundary remains fixed, which indi-
The first equation represents translational mo-
tions t n d the ~econdone represents pitching

static
boundary
I / motion of the vehicle. Equation (7.44) is the
sloshing equation describing the motion of the
first modal sloshing mass. The fourth equation
represents the control, which indicate3 that :L
position UToscope and i~clditionalncceleronleter
are employed for the control of the vehicle.
Finally, the last equation represents the dy-
namics of the control accelerometer. If an
ideal accelerometer were employed, that is,
w,>>w,, the first and second terms of equation
(7.46) would be neglected. A control system
employing no accelerometer control mould lead
to the omission of the last equation and
vanishing gain value p in equation (7.45). The
FIG- 7.12.-Stability bounduier foc flexible vehicle stability of the solutions of such a system is
with eecelerometa cootrol. again obtained by assuming a solution of the
244 THE DYNAMIC BEHAVIOR OF LIQUIDS

form etncr, where s is the complex frequency, coefficients vanish. With only the part F2=#
s= ofiw. This assumption for the solution available for control purposes, Fl=(1-g)F and
transforms the differential equat,ions into a the longitudinal acceleration of the vehicle is
homogeneous algebraic system, 11-hich exhibits g=F/m. The coefficient determinant is there-
nontrivial solutions only if the determinants of fore

Here, h=gg2 and pll =ml,/m is the ratio of the on the mass ratio, pll = P, and the vibrational
sloshirlg mass in the cont.ainer t n the total mnss characteristics of the accelerometer. With the
of the vehicle. The coefficient determinant notations {, as the damping factor of the control
yields then the characteristic polynomial in s system, w, as the circular frequency of the con-
trol system, c;: =wk/(l- Xc- Ax&,&?) and wa
as the circular frequency of the control system
without accelerometer (w: =g;c&P), and r,
where the coefficients, B,, are represented as =zs/k, la=x,jk as the distance with respect to
polynomials of t , and 7 , the radius of gyration, and v,=w,/w,, va=wJw,
as the ratios of the eigenfrequencies of sloshing
and accelerometer (wII= w,) as mell as the value
A=I-a(l+Ed.), and with

the coefficients k, are given by the expressions:

- . -

The location of the modal mass, t ~ l = ~ l l / k = 8

(with respect to the mass center), and the
damping factor, rlls yJ, are extracted, since
they are the ones by ~vhichthe stability of the
vehicle can be influenced most readily; the
representation of the stability boundaries mill
be in these coordinates. This therefore yields
not only the magnitude of the damping re-
quired in the tanks but also its location. The
abbreviations k,(j=O, 1, 2 . . . 18) depend on
the frequency and damping factors, and the
gain values of the control system, as mell as
 VERICLE STABILITY AND CONTROL 245
y, =damping factor of propellant
va= we/w,=frequenc y ratio of undamped ac-
,

celerometer frequency to undamped con-

trol frequency
r,=damping factor of the accelerometer
A= ggt=product of longitudinal acceleration
of the vehicle and gain vdue of the
accelerometer
fo=za/k=ratio of the coordinate of the ac-
celerometer location to radius of gyration
of the space vehicle
E,=z,/k=ratio of the coordinate of the location
of the modal mass of the propellant to
radius of m a t i o n of the space vehicle
u p g a i n value of the attitude control system
The stability boundaries are characterized
by the roots, 8, one of which at least will have
The rarious parameters are as follows: a zero real part, while the others are stable
roots. The theorem of Hurvritz for a stability
r=m,im=ratio of modal mass of liquid to polynomial of the nth degree (ref. 7.13)
totnl mass of space vehicles
j.,= control damping factor
v,= w,/w,= frequency ratio of undamped pro-
pellant frequency to undamped control where H,,l represents the Hunvitz determinant
frequency of the form
-
B, B3 Bs . . . .I
Bo B2 B, ....

H,,l = o B1 Bs .... (n- 1) lines and columns

0 Bo B, ....
......................

Representing the stability boundaries in the right so that only within these boundaries is
(Ell ya)-plane, the H~mvitzdeterminant H,-0 stnbility guaranteed. The stability boundaries
results in a polynomial of B,=O to the right and left are given in the
form of straight lines perpendicular to t.he
f ,-axis as

where the functions C,(E,) are polynomia's in

6,. The st*bility boundary for the undamped For most vehicles, however, these boundaries
liquid is Co(Ea)=O,and represents the inter- play no practical role. Substitution of &=
section points with the ,-&. For all points ya=O into the Hurwitz determinants deter-
(El, yr) above the stability b o u n d q , one mines whether the origin is in the stable or
obtains stability. Because of B,=O, the unstable region. A necessary and sdlicient
stability is interrupted a t the left and a t the condition for stability is (ref. 7.19)
246 THE DTSAMIC BEHAVIOR OF LIQUIDS

(1) The coefficients: and give a first estimate for the critical area.
B,, B,-], Bn-3- - - - - - - - - - - - - - - - >O The value llao$ has been considered to be of
B1, &>O for even n small magnitude. This assumption is satisfied
Bo>O for odd n in some cases if the control frequency is far
(2) The Hurwitz determinants: enough away from the first naturd frequency
Eln-], Hn-s-- - - - - - - - - - - - - - .. .. - - - >O of the liquid. Therefore, the result expresses
H3j O ii li is even that the stability boundary for small values
H2>0if n is odd of l/aoeintersects the ,-axis in the vicinity of
the center of mass (origin) and the instantane-
Rigid Space Vehicle Wfthout Acmleronnter Control ous center of rotation Ed=xdjk.
Using a simple control system without an One can see that the second point of inter-
acceleron~eter( X = O ) results in a stability poly- section, *, becomes sensitive to changes of
nomial of fourth degree. The coefficients B, l / a o t .\vhich indicates that for decreasing gain
irould be obtained from eqcstions (7.48) and values, a,,, the intersection point shifts toward
17.49) if one iniroduces ,,=a and X=O, n-hich the tail of the vehicle. The same b e h a ~ o r
yields Bb= BS=O The stability boundaries occurs if v,= w,/w, decreases. This means that,
due to Bn=O are again straight lines gix-en by for a decreasing eigenfrequency of the liquid (or
increasing control frequency), damping of the
(,= =3
-. 1
rc
mThe stnbilitp boundary, from propellant must be prox-ided in a container in
the Hurivitz determinant Hn-,=O (here H3=0 the aft section of the vehicle in order to main-
or B1B2B3= B a 3 + R B , ) , is then given by the tain stability. Figure 7.13 indicates that the
expression danger zone for instability of the vehicle is
located approximately between the center of
\ K ! + K ~ E ; - K J E ) + ~ T ~ (K&~- E KBff)
~T gravity and the center of instantaneous rota-
-4<(K;rK&,+ K9,$:)+8y;=O tion. I n this zone, the propellant must be
where more or less damped, depending on the magni-
tude of the modal mass of the liquid. For

The points of int'ersection of this stability

boundary with the Ersxis are obtained by
setting r,=O and solving the quadratic equation

The roots of this quadratic equation yield

FIGURE7.13.-Stability boanclaric~of rigid vehicie with

rimple control ryrtem.
 VEHICLE STABILITY AND CONTROL 247

increasing modal mass, more damping is needed of tanks by sector walls has the advantage of
in the danger zone. This is most unfavorable distributing the modal masses to m e r e n t
if the control frequency is below the natural fre- vibration modes of the liquid. T o summarize
quency of the propellant; that is, if v,<1.0. then, we note that with increasing mass, the
For v,>2, the wall friction (y,=O.Ol) alone is stability naturally decreases. The influence of
s a c i e n t to guarantee stability. the eigenfrequency change of the propellant
The change of the control damping, f,, with fixed modal mass is such that a decrease of
indicates that, for increasing subcritical damp- the natural frequency increases the danger zone
ing, {,<l, the stability in the danger zone toward the end of the vehicle and requires more
w i l l be diminished while, for increased super- local damping in the propellant. With increas-
critical damping, {,>I, the stability is en- ing natural frequency of the liquid, the influence
hanced. This means that less damping is of the propellant sloshing on the stability of the
necessary in the container to maintain stability vehicle diminishes more and more. Wall
in the case f,>1. No additional baffles are friction alone is then already sufEcient to
required in the danger zone if (for a mass ratio maintain stability.
~ = 0 . 1 )the control damping {,IO.5, or {,>2.0. The gain value, ao, of the attitude contro
This indicates that, for these values and the system shows, for decreasing magnitude, a
parameters v,=2.5 and a p 3 . 5 , the mall friction decrease of stability in addition to a small
in the container is sufficient to maintain enlargement of the danger zone toward the end
stability. of the vehicle.
Another important question in the design of For these numerical results: o Saturn 1-type
o large space vehicle is the choice of the form of space vehicle of a length of about 170 feet was
the propellant containers. We observed in employed, as before.
chapter 2 that tank geometry plays an im- Ripid Space Vehicle With Ideal Accelerometer Control
portant role in governing the modal masses and (mf. 7.16)
the natural frequencies of the propellant. By introducing an additional control element
Containers with large diameters exhibit small into the control system in the form of an ideal
natural frequencies, which often are too close accelerometer (w,>>w,), and properly choosing
to the control frequency. Of course, the the gain value, g,, which determines the in-
magnitude of the modal mass considerably fluence of the nccelerorneter in the control
emphasizes this unfavorable effect upon the system, the danger zone can be minimized con-
stability. Clustering of numerous smaller con-
tainers not only increases the natural fre-
siderably. Because of v,> >1 , the coefficients
of the stability polynominl are Be= BJ=O, and
quencies of the propellant (because of the one obtains again a stability polpnomial of
smaller diameters) but &o reduces the modal fourth degree. The same formulas ns in the
masses. which is a much more important effect. prerious case are valid, escept that in the
In adclition to weight sa- and the slight values k, the appropriate terms with A have
increase of the natuml frequencies, subdivision to be considered. The boundaries B,=O are
again straight lines, given by the equation

and are parallel to the 7,-axis. For values of the center of instantaneous rotation. The
A=gg,<t, the danger zone is located approxi- stability decreases, which means more damping
mately behind the centet of instantaneous in the tank is necessary for increasing A> 1.
rotation and shifts with decreasing gain value This indicates that, for a greater influence of
g, toward a zone between the mass center and the accelerometer in the control system, the
248 THE DYNAMIC BEHAVIOR OF LIQUIDS

danger zone shifts fonvard of the center of 1.5) in the control system and a location in
instantaneous rotation and increases with in- front of the center of mass yields large insta-
creasing gain value toward the nose of the bility if the container is located behind the
vehicle (fig. 7.14). For propellant containers center of instantaneous rotation with the ac-
in this location, strong damping must be em- celerometer being in front of the center of mass.
ployed to obtain s t a b i l i ~ . For values of Propellant sloshing in those tanks located for-
X=1.5, the vehicle is unstable if the tanli, even 11-ard of the center of instantaneous rotation
with only a 10-percent slosh mass, is located in will make the vehicle unstable if the acceler-
front of the center of instantaneous rotation, ometer is forward of the center of mass. For
unless additional baffles are provided. For decreasing values g,<l/g, the stability behavior
containers behind the center of instantaneous of the vehicle approaches that of a rigid vehicle
rotation. the rehicle is stable. Furthermore, without additional accelerometer control. I t
one recognizes that h = 1.O represents the most should, holvever, be mentioned here that these
farornble gain ralue. In this case, the danger results are too optimistic, since every acceler-
zone shrinks to n. small region around the ometer has its own vibrational characteristics
center of instantaneous rotation, in which case which must be considered.
the xvall friction of the propellant is usually
sufEcient to provide a stable flight situation. Rigid Spoce VehicleWith A c c . I e r o ~ e rControl of Nonideal
Changes in the other pnrameters, such as Characteristic
the slosh mass ratio, p , the frequency ratio, The dynamic behavior of an accelerometer,
v,= w,lw,, the control system damping, t,, as its natural frequency, w,, and damping factor,
well as the gain value, ao,of the attitude system, ral have a nornegligible influence upon the
exhibit the same lnffuences as in the previous overall st'ability of the vehicle. From the
case. An enlargement of the danger zone results of equations (7.47), (7.48), and (7.49),
toward the end of the vehicle occurs for large it is recognized that the stability polynomial
control frequencies and also for small propellant is of sixth degree; therefore, the stability
frequencies ( v , < l j , even in the most favorable boundaries are given by HS=O, and Bb=O.
case in which h= 1.O. The main influence arises from the natural
The addition of an accelerometer introduces frequency of the accelerometer. I n the nurner-
another important parameter: its location 4. ical evaluation, two circular frequencies (0,=55
For X = l , the most favorable case for an ideal and 12 rad/sec) were considered for the accel-
acceierometer, the influence of its location upon erometer. For decreasing accelerometer fre-
stability of the vehicle is unimportant. For quency, wvith a damping factor, t,= 8 1 2 , the
other values of g2, the location of the acceler- danger zone increases from the center of
ometer has considerable influence upon stability. instantaneous rotation toward the end of the
9 stronger effect of the accelerometer (say X> rehicle (fig. 7.15). The influence of increasing
liquid mais has the same effect as previously,
X Varies with the exception that it is very much ampli-
y 3.5
P . a1 fied for small eigenfrequencies of the accelerom-
Vm= 25 eter; a large amount of damping is required in
L-a7 the container in order to obtain stability of the
vehicle. For a natural frequency of the
accelerometer of u p 5 5 radlsec, wall friction is
in most cases sufEcient to maintain stability.
For small natural frequencies of the accelerom-
eter,. propellant
- - sloshing is excited. This indi-
FIGURE1.14.-Stability boundaries of rigid vehicle with
cates that the situation is more unfavorable
additional ideal accelerometercontroi (influence of g& With a "bad" accelerometer than in the case
value of the accelerometer). without one. The damping required in such a
 VEHICLE STABILITY AND CONTROL 249
damping in the propellant container. This
effect is more pronounced the smaller the eigen-
frequency of the accelerometer. From a damp-
ing factor, fa, which is about twice the critical
damping or larger, one recognizes, in the case
we= 12 radjsec, that a fi~rtherincrease of the
damping factor decreases the danger zone
slightly from the back and only slightly en-
hances the stability. A very important param-
eter in the design of a control system of a space
vehicle is the location, r,,
of an accelerometer
for controI purposes. The d u e n c e of this
value can be seen in figure 7.17. An accelerom-
eter location aft of the center of gravity of the
vehicle must be avoided; shifting the accel-
erometer toward the nose of the vehicle enhances
the stability. An increase in the control
frequency, o, (fig. 7.18), below the natural
frequency of the propellant (v,> 1)-increasesthe
F ~ c u a7.15.-Stability
~ boundaries of rigid vehicb with danger zone toward the tail of the vehicle. For
additional melsrorneter control of various eigenfn- w,=55 radisec (the larger natural frequency of
grrenciem. the accelerometer), the required damping in the
liquid for maintaining stability of the vehicle is
relatively small (y,=0.005 and less). The
case would be about three to four times as much
as in the case without sdditional accelerometer influence of the control damping, l,, is given by
control. The results of the preceding section,
and those presented here, indicate that the
natural frequency of the accelerometer shouid
be chosen as large as possible. In order to
emphasize the influence of the acceierometer
characteristics, me consider the effect of the
changes of the undamped natural frequency, we,
the damping factor, lo, and the coordinate of
location, x,, upon the stability of the vehicle.
For increasing natural frequency of the accel-
erometer oe<w,, an increase of the danger zone
is obtained, and more damping is required in
the container to maintain stability. Abore the
natural frequency of the propellant, a decrease
of the danger zone and enhanced stability can
be observed. This means that less damping is
required to maintain stability. The larger the
frequency ratio vdv,= wdo,, the less damping is
required in the then continuously decreasing
danger zone. The iduence of the frequency,
w,, and the damping factor, i,,of the accelerom-
7.16.-Stability boun&& of a rigid vehicle with
F'lct!~~
eter is exhibited in figure 7.16. The increase of additional acce1emmetar coup01 of various vibrational
fa enlarges the danger zone and requires more charactmirtia.
250 THE DYNAMIC BEHAVI(JR OF LIQUIDS

FIGURE7.19.-Stability boundaries of a rigid vehicle with

additional aceelsometer control (iniuunce of the control
F I G U ~7.17.-Stability
E boundark of a rigid vehicle with damping).
additio~~al accelerometer control (influence of the loca-
tion of the accelerometer). to n decreasing danger zone and less required
damping. -4pproaching the natural frequency,
o,, of the accelerometer makes the vehicle more
unstable and increases the danger zone to~vard
the end of the vehicle. The gain value, h,has
ody a small influence on the stabiIity; its gain
growth increases stability slightly and some~vhat
decreases the danger zone. Of important
influence upon stability is the gain value g2 of
the accelerometer because it presents the
strength of the accelerometer in the control
system. Figure 7.20 exhibits this influence for

FIGURE7.18.-Stnbity boundaria of a rigid vehicle with

additional accelerometercontrol (idaence of the control
trwroenor)- I I
* 1 !
4 x Varies
t,he fact that, for increasing subcritical control P - 0 . 1 v. -6.0
t,
damping, j-,< 1, the danger zone decreases and
the stabiiity increases, vhile for supercritical
v,
- 0 . 7 a , -3.5
- 2 C. - a t 1
damping, {,>I, the stability becomes more
unfavorable (fig. 7.19). The influence of the
propellant frequency being belo\\? the control
frequency indicates again the enlarged danger
zone which stretches nearly from the center of
Frcuar 7.20.-Stability boundariea of a rigid vehicle with
instantaneous rotation toward the end of the additional d c r o m e t w control (in0uence of the gain
vehicle. Increasing propellant frequency leads value of the accelerometer).
 VEHICLE STABILITY AND CONTROL 251
two accelerometer frequencies. For an eigen- is appropriate. This location would 8190 be
frequency of the accelerometer of w.=55 radl favorable from the standpoint of propellant
sec, one recognized similar behavior es in the sloshing.
case of the ideal accelerometer case, for a value
of A = 1.5. An increase of A=gg2 exhibits an Effects of Container Geometry and Tank
increase in stability and a decrease of the danger Arrangements
zone between the center of instantaneous
rotation and the center of mass of the vehicle. A question of great importance in the design
For further increase of A, the danger zone shifts of a large space vehicle is the choice of the form
forward of the center of instantaneous rotation. of the propellant contniners. .b was shown
With increasing A, more damping is required in in chnpter 2, tank geometry establishes the
the propellant container in this zone to maintain modal masses and the natural frequencies of
stability. For an accelerometer with a small the propellant. Containers with large diame-
eigenfrequency, the situation is quite different. ters exhibit small natural frequencies that in
For increasing gain value g,,, the stability many cases are too close to the control fre-
constantly decreases. Here, the influence of quency. The magnitude of the modal mass
the accelerometer favors instability; it not only considerably emphasizes this unfavorable effect
increases the danger zone toward the end of the
upon the stability. Clustering of numerous
vehicle but it also requires considerably more
damping in the propellant tank. It even smaller containers not only increases the natural
requires more damping than in the case without frequencies of the propellant (because of the
accelerometer control (A==O). From this, one smaller diameters) but also reduces the modnl
can again conclude that large accelerometer masses, of which the latter is a much more
frequency is required to stabilize the vehicle important effect on the overall dynamics of the
with respect to propellant sloshing. vehicle. In addition to the weight saving and
In conclusion, one can state that the danger the slight increase of the natural frequencies,
zone is located between the center of instantane- subdivision of tanks by sector wall has the
ous rotation and the center of mass, and that it advantage of distributing the modal masses t o
can be diminished by an additional control different vibration modes of the liquid.
element in the form of an accelerometer, To summarize the previous results, with in-
recognizing that the natural frequency and creasing mass the stability decreases and the
location have to be properly chosen. These influence of the eigenfrequency change of the
results are valid only for a rigid vehicle in which propellant of &xed modal mass is such that n
the sloshing propellant mass in one container decrease of the natural frequency increases the
is much larger than those in the other tanks. danger zone toward the end of the vehicle and
Furthermore, it has to be mentioned that the requires more local damping in the propellant.
bending vibration of the vehicle has an effect With increasing natural frequency of the liquid.
on the propellant sloshing as well as on the the influence of the propellant sloshing on the
choice of the accelerometar characteristics and stability of the vehicle diminishes more and
its location. If the control frequency and the more. Wall friction is in many cases s d c i e n t
first bending frequency are s d c i e n t l y separated to maintain stability.
from each other, then the location of an ac-
celerometer requim negative displacement of
the bending modes (if the bending modes are In the case of a cluster of tanks with smaller
normalized at the taiI of the vehicle). This diameters, the results me very similar. The
indicates that, for the control of the first two natural frequency is increased because of the
bending modes, an approximate location of the smder diameters. The natural frequency ratio
accelerometer forward of the center of gravity of the propellants in a single circular cylindrical
252 THE D Y N ~ CBEHAVIOR OF LIQUIDS

tank of radius a, and p identical circular sloshing mass that is reduced by l/pn. There
cylindrical tanks of the same total volume, is is, of course, also a small stability enhancing
effect because of the increase of the natural
frequency.
Rigid Vehlcle With Propellant Sloshins in Two and T h m
Tank
I n some cases the influence of the propellant
This shows that the frequency increase is pro- in other tanks cannot be neglected, making the
portional only to the slowly increasing value determination of stability boundaries for vehi-
) - The total sloshing mass, however, cles with more sloshing masses mandatory
decreases more rapidly with the inverse value (ref. 7.17). The equations of motion are
of the square root of the number of containers. obtained by treating equations (7.20), (7.42),
The ratio of the total sloshing mass of p tanks (7.43), and (7.45) with q,=O, X= 1, 2, 3 and/or
and the sloshing mass of the single'container is n = l , 2. The propellant will be treated as
being free to oscillate in three tanks. This
h
m'*' 1 tanh ~ , ( p ) ' 'a~
seems to be s f i c i e n t , since usually, even in
A=- large vehicles, only three of the tanks nill
m:" pli2 tanh -
c "h exhibit large sloshing masses. The sloshing
a propellant masses of tanks with light propel-
lants and tanks of smaller diameter can be
This of great advantage for the d~namicsl neglected with the assumption regard-
from the desb and overall perlormanee
ing solutions of the form r I U c 8 , where ,.he
standpoint, the clustering of tanks has struc-
tural and weight disadvantages. complex frequency, 8= o+io, the differential
~h~ slosh damping required for clustered equations are transformed into homogeneous
tanks is therefore approximately that of a algebraic equations, ~ t j t h .the characteristic
determinant

Here, r,=m,/m is the ratio of the sloshing ing the last column nnd line from the above
mass in the vth container to the total mass determinant, equation (7.50).
of the vehicle. For nontrivial solutions, the The stabilit,y boundaries for four important
coefficient determinant, equation (7.50), must propellant tank configurations are discussed
vanish, from which one obtains the charac- below:
teristic polynomial in s (1) Two concentric containera.-It may be
possible to remedy the influence of propellant
sloshing by choosing a concentric tank arrange-
ment consisting of an inner tank with circular
nnd for which the coefficients B<depend on the cross section (radius r=b) and an outer tank of
previously mentioned parameters. A similar annular cross section with an outer radius
result is obtained for two containers by remov- r=a. By proper choice of the diameter ratio
 VEHICLE STABILITY AND CONTROL 253
k= b/a, the liquid masses in the inside container masses is very small. The danger zone is
and outside container can be brought into such increased somewhat. toward the rear of the
a phase relation that the forces and moments vehicle. For increasing control damping, r,,
of these individual tanks cancel each other. the stabiiity is decreased. h decrease in the
Figures 7.21, 7.22, and 7.23 show the results control frequency enhances the stability, as in
of this study for diameter ratios k=b/a=0.3, the preceding section. For a sloshing frequency
0.5, and 0.7. The results are very similar to of the center tank below the control frequency,
those of the case of a single container, since more befffing has to be employed over the
the difference in the location of the sloshing enlarged danger zone. For increasing sloshing

F I G ~7.21.-Stability
R bamduia fur rlorhmg in ~orrcem- FIGUEB
7.22.-Stability bounduia for slahing in coneen.
trio t& (k-0.3). tric t m b (krO.5).
254 THE DYNAMIC BEHAVIOR OF LIQUIDS

(2) Sector tank arrangement.-As shown in

reference 7.7, compartmentation of containers
by radial walls exhibits considerably decreased
sloshing masses. In the case of a quarter-tank
arrangement, the first modal mass is only about
R third of the value of a cplindrical container
with circular cross section. But other vibra-
tion modes are still important, such as the
succeeding sloshing mode of which the mass
still represents 43 percent of that of the first
one. This indicates that, in stability investi-
gations. this second mode can no longer be
neglected. This tank arrangement has. in
addition to the reduced modal mass, the
advantage that the fundamental frequency is
dipfitlp larger than that of a container of
circular cross section. (See ch. 2.) ,Use, the
total sloshing mass is distributed to various
modes; thus, it is not all excited 3t the same
frequency as in clustered tanks.
Two slosh masses are again considered in the
equations of motion, representing the first
and second sloshing mode of the quarter-tank
arrangement: the results are very similar to
the previous ones. Again, the danger zone is
located between the center of instantaneous
rotation and the center of mass. The increase
of the control damping, f,. in the subcritical
region decreases the stability, ~i-hilean increase
in the supercritical region increases the stability
region. For increasing control frequency, the
danger zone is enlarged tow-ard the base of the
F r c u ~ s7.23.-Stability boundaries for sloehing in ronren- vehicle and requires larger damping in the tank
tric tanks ( k r O . 7 ) .
in order to maintnin stability. The influence
of the simultaneous change of the sloshing
frequency, the stability increases. To obtain frequencies shows that for sloshing frequencies
maximum cancellation effects, the sloshing below the control freqiiencv, rnore baffling in
masses of the center and outer container should an enlnrged danger zone (to~rurdthe rear) is
be equal and should oscillate in antiphase. required. Increasing sloshing frequencies re-
Equal sloshing masses can be obtained for n sult in n decrease of the danger zone toward
diameter ratio of about k=O.ii for which, the one between the center of mass and the
unfortunately, the phases are not favorable. center of instantaneous rotation itnd requires
If the phases are chosen favorably, as in the less damping in the tanks to maintain
case of a diameter ratio k=0.5, the sloshing stability of the vehicle. Lou- gain values
masses exhibit a ratio of 1:5. This shows that (ao=l) require more baffling dong a larger
no pronounced benefit can be obtained by ~1 danger zone, \\-h.ile nn increase of the
concentric tank arrangement. For the di- gain, a,, reduces the danger zone and the
ameter ratios k=0.3, 0.5, and 0.7, the damping requirement of damping in the tanks ifig. 7.24).
required for stability in the container is in the (3) Tandem arrangement of two tanks.-For
ratio 12:9:8. a tandem-tank arrangement, the results can
 VEHICLE STABILITY AND CONTROL 255

Frcuaa 7.24.-Stability boundaria for sloshing in quarter-

tank arrangement.

be seen in figure 7.25. Tank No. 1 is designated

as the rear tank, and Yo. 2 is the forward tank.
The distance between the two sloshing masses
is called 1([,=l/k). The sloslmg frequency of
the liquid in these two tanks is the same. In
the numerical evaluation, the diameter was
taken to be approsimately 100 meters (256
inches). It can be seen that for increasing F I ~ U R7.25.-Stability
P boundarie, for sloshing in two
sloshing mass, a loss in stability region is en- tanks in tandem arrangement.
countered; furthermore, the danger zone is
shifted slightly toward the rear of the vehicle. required in the enlarged danger zone in order
Increasing control damping, J;, increase8 the to maintain stability. Increasing the sloshing
stability area. AII increase of the control frequency decreases the danger zone and the
frequency, w,, results in an increased baffling amount of damping required.
requirement over an enlarged danger zone Changing the gain value, a,,, has an effect
toward the aft of the space vehicle. similar to that for a single tank. Small gain
For sloshing frequencies below the control values require strong baffling over an enlarged
frequency, a large amount of damping is danger zone. An increase in the gain value
256 THE DYNAMIC BEHAVIOR OF LIQUIDS

enlarges the stability region and shifts the

danger zone slightly toward the center of
instantaneous rotation.
The influence of the difference, ,=Elk, in
the tank location exhibits, for increasing dis-
tance between tanks, a shifting of the danger
zone aft on the vehicle, with slightly less
damping requirements. This indicates that,
in a vehicle in which one sloshing mass is
stationary during flight and in which the other
liquid mass shifts aft on the vehicle, the entire
rear part of t,he vehicle has to be provided
with appropriate damping to maintain stability
(fig. 7.26). FIGURE
7.27.-Stability boundaries for sloshing in three
tank in tandem arrangement.

stage containers during first-stnge Aiht). The

danger zone shifts aft on the vehicle with in-
creasing slosh mass difference; this again
indicates that the booster must be provided
with appropriate baffles to maintain stability.
For elastic vehicles, the situation changes
more or less, depending on the elastic properties
of the vehicle (refs. 7.20 and 7.21). This
will be discussed further in chapter 9.

7.4 RESPONSE OF A VEHICLE T O ATMOSPHERIC

DISTURBANCES

For satisfactory fbght performance of n

space vehicle, its stability is essential. This
F~cune7.26.-Stability boundariee for rigid vehicle with is usually obtained by proper design of the
simple control system and two tandem tanks (dktance vehicle and proper choice of the control system
between t a n h varying). by which the thrust vector will be controlled.
In addition to the stability, the response of
(4) Tandem arrangement of three tanks.- the system to winds must. be well within the
In almost all space vehicles, the consideration limits of the control deflections, gimbal rates,
of sloshing in three propellant containers is and maximum permissible structural loads
sdicient for simplified stability boundary on the airframe. I t is therefore essential to
determinations. The liquid propellants in any investigate the response of the space vehicle
remaining tanks exhibit either small sloshing to atmospheric disturbances. The reduction
masses (because of their low density or different of these responses can be accomplished by
tank geometry) or larger natural frequencies proper airframe design, such that the structure
of the propellants. For this case the total can withstand the loads, and by designing the
determinant, equation (7.50), must be treated. shape of the vehicle in such a fashion that
The results are similar as in the tandem aerodynamic forces and moments are mini-
arrangement of two tanks. Figure 7.27 exhibits mized, as well as by a properly selected con-
the shifting (h) of the two booster slosh masses trol system.
toward the rear of the space vehicle (as it Wind buildup and gusts may require large
takes place during the draining of the first- engine deflections and engine rates, and may
 VEHICLE STABILITY AND CONTROL 257
induce bending vibrations and propellant slosh- and propellant sloshing in the tanks, four
ing. In order to study the response of a vehicle, different cases are studied:
we limit ourselves s p i n to investigations in (1) Rigid vehicle with no sloshing in the pro-
only one plane. This does not seem to be a pellant tanks.
signrficant restriction, since the interactions (2) Rigid vehicle with propellant sloshing in
between pitch, yaw, and roll motions are F e v the three heavy tanks (No. 1: LOX tank of the
small for this type of vehicle. The equations booster stage; So. 2: Fuel tank of the booster
of motion have been linearized and can be stage; No. 3: LOX tank of the second stage).
solved for variable coefficients by use of the (3) Elastic vehicle with no sloshing in the
Runge-Kutta method (ref. 7.22). propellant tanks.
In the following, the numerical results are (4) Elnstic vehicle with propellant sloshing
presented for a particularly large space vehicle. in the three heavy tanks.
The complesity of the problem does not allox\- The input used is a 95-percent probability wind
a detailed analytical evaluation of the equations building up in about 1 1 % seconds to a value of
of motion. The presentation of the results for 75 m/sec. To this wind, starting at 58.5-
this particular vehicle, however, should exhibit seconds flight time, a 9-m/sec gust is added
the basic idea and the vduable conclusions which starts at 70-seconds flight time, remains
that can be drawn from such an investigation. at 84 mjsec for about I second (an altitude
Stability
band of about 250 meters) and then drops
down to 75 m/sec (fig. 7.28). This occurs at u
Before one can talk about the response of a flight time of 70 seconds where the product of
vehicle, the stability of such a system has to be angle of attack and dynamic pressure assumes
established. For this reason, a root locus phase its maximum value. At that flight time, the
jtudy of the vehicle, with the inclusion of two sloshing frequencies in the tanks were:
bending modes and three sloshing masses (one
for each of the heavy propellant tanks) is first Fundamental sloshing frequency in tank 1 :
performed. For control damping, a rate =gyro- fi,=o.44 CPS
scope a t the engine ,oimbal station (a very Fundamental sloshing frequency in tank 2:
favorable position) with n damping factor, f2,=0.445 CPS
fG=0.7, and a natural frequency, f0=16 cps, Fundamental sloshing frequency in tank 3 :
is employed. The control frequency is con- f3,=o.45 Cps
sidered to be 0.2 cps and the structural damping
is chosen to be 1 percent. I t can be shown
that with a (conservative) 5-percent damping
for the sloshing propellant, the ~ehicleis stable I l l i t I I l l l
16th respect to the propellant motion. With
the bending frequencies during flight time vary-
ing from 0.8 to 1.2 cps in the first bending mode
and from 1.9 to 2.5 cps in the second bending
mode, the system mas found to be stable. In
this particular case, the second of the bending
modes exhibited the smallest stability.
Wind Response
Lifter the stability of all generalized coordi- F I C ~7.28.-Wind
B buildup and p a t .
nates has been established, the responae of the The bendmg frequencies mere:
space vehicle resulting from some atmospheric
disturbance can be investigated. In order to First bending: f,B = 1.15 cps
determine the iduence of the vehicle flexibility Second bending: fiB=1.92 eps
258 THE DYNAMIC BEHAVIOR OF LIQUID^
8.0

- 40
!
$0

-4.0

-8.0
60 62 64 66 68 70 72 74 76
Time (set)
F I C U ~7.30.-Rerpolw
P malyair: Engine command rate.
-L 2 O.lO. Figure 7.32 shows the result for 6 in
60 62 64 66 68 70 72 74 76
Time (su) degJse2. The angle of attack, ct, is exhibited
in figure 7.33 and presents (I maximum value
FIGURE
7.29.-R~ponec analyais: Engine command signal. of about 10' at the time the gust is applied.
Sloshing and elasticity of the vehicle result
In figures 7.29 through 7.40, the response of only in very small differences compared with
each of the various generalized coordinates is the rigid vehicle. The same is true for the
compared to that of the rigid vehicle without translational displacement, y, of the vehicle
and with liquid sloshmg and the elastic vehicle (fig. 7.34). The translational acceleration of
without sloshing. Here, the inftuence of slosh- the vehicle exhibits the fact that translational
ing in a rigid vehicle as well as the elastic sloshing results in a larger disturbance than
inftuence can be obtained. Figure 7.29 shows does sloshiryt resulting from pitching (fig. 7.35).
the engine deflection p,, reaching an angle of The vehicle performs translational oscillations
about 1.zOafter the gust hits the vehicle. The wit.h a frequency of 0.45 cps as (I result of the
value for a rigid vehicle without sloshing propellant oscillations in the tanks. Elastic
exhibits a slightly larger magnitude. After the oscillations have only a minor effect. After
gust has been applied, the sloshing liquid the gust has hit the rigid vehicle, the propellant
requires a little more than 0.1 O engine deflection; in the first tank (LOX tank of the booster
the engine follows the propellant motion with stage) reaches a maximum amplitude of 21
a frequency of about 0.45 cps. This oscillation centimeters and performs a damped oscillation
exhibits a damping value of about 6 percent.
The elastic vehicle shows a slightly smaller
maximum peak value; it requires, however, a
little larger engine deflection in the transient
than does the rigid vehicle. The oscillation of
the engine deflection is a t a frequency of about
2 cps and has an amplitude of about 0.015O,
showing that the less stable second mode has
been excited.
A similar. behavior can be detected in figure
7.30 for the rate of the engine deflection, with
the exception that j, reaches its stop of 5O/sec.
The three cases show no appreciable d8erence
in the attitude angle (fig.7.31). I t reaches its
peak of about 4' shortly after the gust has
disappeared. The elasticity of the vehicle
increases the angle slightly by a value of about FIGURB
7.31 .-Vehicle rotation.
 VEEIlCLE STABILITY AND CONTROL

-Elastic
----- Rigid slosh
with
no slosh

60 62 64 66 68 70 72 74 76
Time (SKI lime Is=)

F I C ~7.32.-Vehids
E angular accekratioo. Frcnar 7.35.-Vehicle truulnwp acceleration.

. 62 64

FICURS7.33.-An+
66 e m
nm IS=)
of attack.
n a 76 i..~

- 10
-20 Time (sac)
m
-30 Frcuar 7.36.-Fint&h
i
>- -4
amplitude.

.16
-50
.12
do
* .a
-m L

nm (sot)
2 0
Fxom. 7.34.-V&ide tmdatio11.
-.04
with about 5 percent damping (fig. 7.36). The -.a 60 62 64 66 68 70 72 74 76
propellant in the second tank (fuel tank of the lime (sac)
booster stage) reaches a maximum of 13 centi-
meters (fig, 7.37). The amplitude of the pro- FIG^ 7.37.-hond.rlah amplitude.
260 THE DYNAMIC BEHAVIOR OF LIQUIDS

pellant in the third tank (LOX tank of the 2-11

stage) is 4 centimeters (fig. 7.38), and remains
constant for n larger time period. For the
elastic vehicle without propellant sloshing, the
first bending mode has a maximum displace-
ment of the generalized coordinate, 71,of 1.7
centimeters right after t,he gust has hit the
rehicle (fig. 7.39). The second mode exhibits
only 4% millimeters, but shows sustained
1-ibmt.ions of one-tenth of a millimeter in the
transient., indicating that this has a frequency
content to which the second bending mode is
suscept.ible (fig. 7.40).
.(#

.04 Time (secl

FIGURE7.40.-Second bending de&ction.
111
.02
L

g 0
.-.02 the time the gust is applied is about 1 . 2 O and
rJI
- U
slightly less for the elastic vehicle. Then the
engine performs n damped oscillation which is
-.M, always forced to react to the sloshing of the
propellant and exhibits a slightly larger d u e
-.06 60 62 64 66 68 70 72 74 76 for the elastic vehicle. If propellant sloshing
Tim (sac) is suppressed, the engine performs small oscil-
FIGURE7.38.-Thirdalorh arnplitudc. lations a t the frequency of the second bending
mode. As can be seen in figure 7.42, the stop
of 5O/sec for 8, has again been reached. There
is not much difference indicated in the attitude
angle, 4(=4'), as shown in figure 7.43. Figure
7.44 shows 6. The angle of attack, a, reaches
a maximum of lo0, but the difference between
the rigid and elastic vehicle is only minor
L0

60 62 64 66 68 M 12 74 76
lime tw)
F ~ c u 7.39.-First
a~ bending deflection.

Figures 7.41 through 7.52 compare the -a 8

response of the elastic vehicle with propellant
sloshing in its tanks with that of the elastic -12
vehicle without sloshmg and with that of the 60 62 64 66 68 M 72 74 76
rigid vehicle with sloshing. In figure 7.41, it time (WCI
cnn be seen that the engine deflection at about Frcunr 7.41.-Engine command signal.
 VEHICLE STABILITY AND CONTROL 261
20
L5

.- asL0

8o
:+ -0.5
-10
-L5
-L0
60 62 aa a4 aa n, n rr 76 60 62 64 M 68 70 72 74 16
Tim (su) lime (sac1
Frcunn 7.42.-Engine command rate. Frcunn 7.44.-Vebicls angular acceleration.

Frcnnm 7.45.-.bgle of attack.

--
60 62 64 66 60 70 -72 74 76
Time (secJ
Frcuas 7.43.-Vehicle rotation.

(fig. 7.15). The translation of the vehicle is

given in figure 7.46 and exhibits only very
slight differences between the various cases. Elastic with slosh
The trnnslational acceleration, however, in-
dicates immediately the effect of propellant
sloshing. The maximum acceleration is 17
cmlsed (fig. 7.47). The propellant exhibits a
maximum amplitude of 21 centimeters in con-
tainer No. 1. Elastic and rigid vehicles show
nearly the same value, except that in the elastic
case the peaks come at a slightly later flight
time (fig.7.48). In the second tank (fig.7.49), deflection. This effect is increased for the third
the maximum is 13 centimeters for a rigid tank, which is even closer to the antinode of the
vehicle and about 1%centimeters higher for the bending mode and is also located in the danger
elastic vehicle. This is because the bending zone between center of mass and the center of
mode at t.hb tank location exhibits a larger instantaneous rotation where more brrffiinp is
262 THE DYNAMIC BEEAVLOR OF LIQUIDS

Elastic with slosh

v.

-.04 ij 1; 1
I
,u.

-.
6.
60 62 64 66 68 70 72 74 76
Time (set) F ~ c n a e7.50.-'l'hirdslaah amplitude.

Frcuno 7.47.-Vehicle trmrlatary acceleration.

required. In figure 7.50, the maximum slosh-

ing amplitude of n rigid vehicle is 4 centimeters,
while for an elastic vehicle the amplitude
Elastic with slosh
reaches 5 centimeters. The propellant motion
exhibits very little damping. The first bending
mode is represented in figure 7.51, and reaches
its peak of 1.7 centimeters right after the gust
has hit the vehicle (the sloshing iduences the
transient). The second bending mode, shown
in figure 7.52, has a maximum value of 4.5
mm and exhibits larger but (because of the
lo\\- frequency sloshing) smoother values in the
transient. In both bending modes, the pres-
ence of sloshing propellant iduences the decay
of the bending motion of the space vehicle.
66 68 70 72 74 76
Time (secl
FIGURE7.48.-Fkrtsld amplitude.

60 62 64 66 68 70 72 74 76
lime (set) Time (secl
Rcune 7.49.-Sceoodrlorh amplitude. FIG* 7.51.-First bending deflection.
 VEHICLE STABILITY AND CONTROL 263

,-
fm-
f, Bending frequency
f,, Tors~onalfrequency

FIGURE
Time Isec)

7.52.-Sacoad bending dstlection. 0

- 1" L O X 267 cm LOX, ,178 cm LOX h Fuel
j
Ti me r sec I
7.5 EXAMPLE Frcuar 7.53.-Frequency spectrum versus flight time.

The following is a simple example which

employs the previous results. A Saturn I- control feedback stability problem is n quite
type vehicle for which half of the thrust involved one. The purpose of such an exercise
(c=/Y) is available for control purposes is used. is to decide early enough in the planning stage
The Saturn I booster is powered by tl, cluster of as to how the vehicle should be efficiently
eight engines, each of which will produce designed.
188000 pounds of thrust to give a total of The doshing frequencies range from about
1.5 million pounds. The booster is about 0.5 cps to 1.3 cps. At 140-seconds flight time,
6.55 meters in diameter and 25 meters in length. the four inboard engines are shut down, mhich
The total length of the vehicle is about 51.8 decreases the longitudinal accelerations and
meters. The eight engines are arranged in is exhibited in the graph by the abrupt drop
two square patterns, of mhich the inner ones are of the propellant frequencies. The smaller
rigidly attached, while the outer engines are natural frequencies in the 367-cen timeter-
mounted on gimbals mhich permit them to be diameter containers compared to the 178-
turned through angles of about lo0 to provide centimeter container are the result of its
control of the vehicle during first-stage powered larger tank diameter. The same effect, and
flight. Nine separate tanks feed the eight the smaller liquid height, contributes to the
engines. Clustered in a circle about a center small sloshing frequency in the S-IV LOX
tank of 267 centimeters in diameter are eight tank. The control frequency is in the neigh-
small tanks of 178 centimeters each in diameter. borhood of 0.2-0.3 cps, while the first lateral
The center tank (noted as tank No. 1) and four bending frequency ranges from about 2 to 2.4
outer containers (noted as tank No. 2) contain cps during booster flight. The location of the
liquid oxygen, while the remaining four outer mass center and the center of instantaneous
containem (noted as No. 3) contain fuel (RP-1). rotation of the vehicle, as well as the location
The S-TV, which is the second stage, is powered of the sloshng masses, for booster Bight is
by six 15,000-pound-thrust liquid hydrogen/ shown in figure 7.54. Since the sloshing pro-
liquid oxygen engines. This stage has a pellant masses are of great importance upon
diameter of about 5.5 meters and is about 12.2 the dynamics of the vehicle, their magnitude
meters long. A look a t the frequency spectrum is presented in figure 7.55 as the ratio of the
versus flight time (fig. 7.53) revesle that the maas of the sloshing propellant in a container
264 THE DYNAMIC BEHAVIOR OF LIQUIDS

Tank 5
32 -

- [Tank 4

-
Gimbal station
I 1
0 20
-
40 60
0
80 100 120
0
140
Time lsec)- 0
o 20 00 60 80 1m 120 140
Frcuur 7.54.-Slorb mu location varus boorrsr Pght Time (SKI
time. FIGURE
7.55.-Slorh mau ratio for SA-I h t a fight.

to the total vehicle mass, versus booster flight p=0.09, v,=4, and ,=-0.9, a little damping
time. Immediately, it can be seen that the in the amount of about yl=0.005 would be
LOX tank of the S-IV stage which exhibits needed to maintain stability.
(because of the mass change of the vehicle Combining all sloshing masses of the booster
with booster fiight time) large values wiU in one mass and considering the effect of the
have a very pronounced effect upon the sta- S-IV stage sloshing masses as negligible yields
bility of the vehicle. the following: first of all, at a flight time of 70
In the folloning, we shall apply the results of seconds, the combined slosh mass ratio p \\-odd
this chapter. The frequency ratios, v,= be of the magnitude of about p=0.09; the fre-
w,/w, are always larger than unity, thus in- quency ratio, v,, is about v , = 3 , and the location
dicating a favorable situation. The gain ,=O. For this particular case, a damping of
value is %= 1.5 and changes, at a flight time about 1 percent should be provided. At n
of 110 seconds, to the magnitude u,,= I. If flight time of 140 seconds, p=0.18, v,=4, and
only one mass were sloshing, say that of the ,=0.8, no damping is needed since the sloshing
S-IV LOX container, the conclusions we could mass is located outside of the danger zone.
draw at a flight time of 70 seconds, where From this simple consideration, one can con-
p=0.03, r,=0.7, v,=3, and ,=-1.2, from clude that a stationary bafEle arrangement in
figure 7.13 mould be the following: for this the upper part of the booster tanks is sufficient
flight time no damping would be needed in to maintain flight stability during the boost
this container since it is located outside the phase.
danger zone, i.e., outside the zone between To obtain, however, a more realistic require-
center of mass and center of instantaneous ment, me have to look at the sloshing in several
rotation; at a flight time of 140 seconds, where containers. Considering the S-IV LOX slosh-
 VEEXCLE STABILZTY AND CONTROL 265
ing mass together with the combined booster the effects of vehicle elasticity (ch. 9) must
sloshing mass, one can use the results presented also be considered. Furthermore, some mind
in figures 7.25 and 7.26. At 70-seconds flight response studies will show the adequacy of the
time, the sloshing masses are given by 1 ~ ~ = 0 . 0 9 baffles. (See sec. 7.4.)
and p,=0.03, while vl=vl =3. The distance 1 The actual feedback analysis of the flexible
of the combined booster sloshing mass, p,, to vehicle with all its slosh masses included
the fixed sloshing mnss, M , of the second stage indicated that with smooth container walls
is 1 5 -16.25 meters; that is, E l = -1.3. The r~ slight instability occurred in the 175-centi-
value E, =O, and we conclude that a damping of meter containers between 40- and 60-seconds
y l ~ 0 . 0 1 3is needed to have a stable flight con- flight time, and in the 267-centimeterdiameter
dition. At a @t time of 140 seconds, container an instability occurs between 60- and
rl=0.18, rl=0.09, v l ~ v 1 = 4 , ,=0.8, and ,= 90-seconds flight time (ref. 7.23). By em-
-1.8, and a damping of about 1 percent is ploying proper baffles, these instabilities could
needed. I t furthermore can be seen that damp- be removed. The same procedure can now
ing is needed in the lower part of the booster be performed for the second-stage flight, but
containen. Since the fundamental bending has been omitted here for reasons of limited
frequency is close to the sloshing frequencies, space.

REFERENCES

7.1. BawR, H.F.; .4ND RBEINFURTB, M. H.:Flutter 1.11. BRODETSKY, S.; A N D SYEAL,G.: On Gneffr'j
and Stability AnalysirP. Army Ballistic JIksiIe Method for Complex Roots of .Ugebnic Equa-
Agency, Redatone Arsenal, Ma., DA-TM- tions. Proc. Cambridge Phil. Soc., vol. 22,
4-60, 1960. 1924, pp. 83-87.
7.2. RH~NFUXTE, M. H.: Control Feedback Stability 7.12. Roum, E. J.: A Treatiae on the Stability of n
Anal*. Anny Ballistia M h d e Agency, Red- Given Motion. khcmillan, London, 1877, pp.
stone Arsenal, .%la., DA-TR-2-00, 1960. 74-81.
7.3. THORP,F. A.; AND HUTCHINBON, R. C.: The 7.13. HURWITZ, -4.: Uber die Bedingungen unter
Dynamics of Rocket-Powered Vehicles. Mas- welchen eine Gleichung nur Wurseln mit nega-
sachusetts Institute of Technology, Rept. tive reellen Theilen besitzt. llathematische
R-206, Feb. 1959. Annalen, vol. 46, 1895, pp. 273-284.
7.4. LUKENS, D. R.; Scaaun, A. F.; AND Baoccm~, 7.14. NIQCIST, H. : Regeneration Theory. Bell System
G. T.: Approximate T r a d e r Function for
- - - -
Flexible Booster and Auto Pilot Analysis.
Technical Journal, vol. 11, 1932, 126-147.
1.15. RHEINPURTH, >I. H.: The Influence of Control
WADD-TR-61-93, 1961. Sensors on the Stability of Space Vehicles.
7.5. BARTON, 11.: Generalized W e Dynamics Marshall Space Flight Center, YASA, MTP-
Analysis. Rnmo-Wooldridge Corp., 1958. 61-65, 1961.
7.6. HE~ST,E. K.: Equatio~mof Motion of Miaeile
7.16. B A ~ E RH.
, F.: The Effects of Propellant Sloshing
With Sloshing. Guided Jlissile Research
on the Stability of nn .iccelerorneter Controlled
Division, Ramo-Wooldridge Corp. Rept. No.
Rigid Space Vehicle. NASA TN D-1831,
GM-TAM-146, 1956.
7.7. BAIJEE,H. F.: Fluid OsciUatfons in the Container 1963.
of a Space Vehicle and Their Inhence Cpon 7.17. B A ~ RH., F.: Stability Boundaries of Liquid
Stability. NASA-TR R-187, 1964. Propelled Space Vehicles With Sloshing.
7.8. B ~ v a a ,H. F.: Dynamics of Liquid Propellant AIrlA J., vol. 1, no. 7, 1963.
Vehicles. Proaxdings of the ONRIAIA Sym- 7.18. H~INRICH, K.; AND KACFXAN,F. H.: Sloshing
podum on Stmcturea and Dynamics of High Stability Criteria for Vehicles With One Free
Speed Flight, ONR/AIA Symposium, 1961. Fluid. hmo-Wooldridge Memo G S I - & . M ,
7.9. B A ~ ~ H. P , F.: The Eflecta of Interaction of 1966.
Structure, Contml and Prapailoat SXahing 7.19. FULLER,A. T.: Stability Criteria for Linear
Upon the Stability of Large Space Vehicles. Systems and Reliability Criteria for RC Neb
.\bslshall Space Flfeht Center, NASA, MTP- works. Proc. Cambridge Phil. Soc., vol. 53,
AERO-61-83, 1961. 1967, pp. 878-896.
7.10. Z U R M ~ ~ ~R.:
L , Praktische ;Msthematik ftlr Inge- 7.20. GEISBLER,E. D.: Problems in Attitude Stabiliza-
nieure und Physiker. Springeeverlag, Berlin, tion ol Large Guided Missiles. Aero-Space
1953. Engineering, Oct. 1960, pp. 24-29.
266 THE D ~ M C BEHAVIOR OF LSQULDS

7.21. BAUER,33. F.: Parsmetric Study of the Influence LOR Vehicle. .Marahall Space Flight Center,
of Propellant Sloshing on the Stability of Space NASA, MTP-AERO-63-19, 1963.
Crafts. J. Aerospace Sci., Oct. 1961, pp. 7.23. HAYS, P. J., AND SUXULL, J. P.: Stability
81S820. Analysis of Saturn SA-5 With Live S-IV Stage.
7.22. BAUER,H, F.: Wind Response af the %turn NASA TM-X-53017, 1964.

PRINCIPAL NOTATIONS

a,=gain factor of attitude channel kz=spring constant of mivel com-

al =coefficient of control damping pliance
A,= output signal of accelerometer k.k=spring constant of nth mode of
A,=shear area of airframe cross section slosh model in Ath tank
c,= damping coefficient of acceler- KO=restoring moment of rate gyro-
ometer scope per unit angle
cc=damping coefficient of rate gyro- m=mass of vehicle
scope m ,= mass of accelerometer
cnk=dampingcoefficient of nth sloshing m,h(m,)=mass of nth sloshing mode in
mode in At,h propellant container Xth tank
D=dissipation function mo~=mass of nonsloshing liquid in
D,=dissipat,ion function of propellant Ath tank
D,=dissipation function of vehicle m:=mass of structure per unit length
structure ,MB,=generalized mass of vth bending
EI=flesural stiffness of airframe mode
F= F,+F?= thrust .l&=gyroscopic reaction torque of rate
F,=stationary thrust gyroscope
Ft=gimbal thrust M,=bending moment of v t h bending
-longitudinal vehicle accelera- mode
g=m- , , p pt=phase-lag coefficients of control
tion system
g,=structurd damping factor of the p,= generalized coordinates
vth bending mode Q,=generalized forces
g,=gain factor of accelerometer chan- &,=shear force of vth bending mode
nel s= u+iw=complex frequency
Q= shear modulus t= time
H,= Hul-mitz determinant T= kinetic energy
I=mass moment of inertia of total T,=kinetic energy of propellant
vehicle about mass center of T,=kinetic energy of structure
vehicle v= cross-velocity
Io=moment of inertia of rate gyro- V=potential energy of vehicle
scope about its output axis V,,=potential energy of propellant
I,,~=moment of inertia of nonsloshing Vsz=potential energy of elastic deforms-
liquid mass in Xth propellant tion of structure
container (about its center of V,#=potential energy of raising center
mass) of mass in equivalent gravita-
IR=moment of inertia of rotor of rate tional field
gyroscope about spin axis V. =potential energy of bending vibra-
I;=moment. of inertia of structure tion
per unit length z= abscissa, distance from mass center
k=radius of gyration of vehicle about z,=coordinate of accelerometer
its mass center Ixelal=distance of center of instantaneous
k,=spring constant of accelerometer rotation to mass center of vehicle
 VEHIC~E STABILITP AND CONTROL 267
x.=coordinate of swivel point 8, =indicated angular velocity of air-
zo=coodnate of gyroscope frame a t the location of the rate
z.~(z,)=coordinate of sloshing mass of nth ,Toscope
mode in hth tank
A=egg2)= "gain parameter" of nccel-
z,,tor=coordinate of nonsloshing mass in
X=ggt erometer
Ath tank
xR=coordinate of rate gyroscope mnA-
y=lateral translation of rigid vehicle r,r=--~lod~
rn
mass ratio of nth
y,= displacement of accelerometer sloshing mode in Ath container
mass relative to vehicle to total vehicle mass
y ,A= displacement of nth sloshing mass v,=w./we=frequency ratio of acceler-
in Ath container relative to ometer to control frequency
vehicle v,= w,/w,=frequency ratio of propel-
Y,= normalized bending deflection lant to control frequency
curve of vth bending mode
a=-- 2.
, -location parameter of ac-
f ~ e t ~ l
celerometer
$=engine deflection angle against
vehicle center axis
Be= control deflection
r,= slosh damping factor
F2
c=-=ratio of thrust available for
Fcontrol purpose to total thrust @=rotation angle of rigid vehicle rel-
of vehicle ative to space
t,= nbbrevintion for accelerometer de- 4 ,=output signal of attitude gyroscope
fined on page 242 4*=angular velocity of airframe at t,he
c: =abbreviation for accelerometer de- location of the rate ,Toscope
fined on page 242 w,= natural circular frequency of tic-
cb= abbreviation for gyroscope defined celeromet er
on page 239 w,=natural circular control frequency
CB=nbbreviation for rate gyoscope de- w,=natural circular frequency of rate
fined on page 239 ,groscope
{==damping factor of accelerometer w,~(w,)=natural circular frequency of nth
propellant mode in Ath con-
;,=damping factor of control system t'ainer
ic=dnmping factor of rate gyroscope w,=angular velocity of rotor in rate
i,~=damping factor of nth sloshing gyroscope
mode in hth tank w,=natural circular frequency of vth
a,=generalized coordinate of vth bend- bending mode
ing mode