aerojet strategic propulsion company · 2013-08-30 · aerojet strategic propulsion company p.o....

AEROJET STRATEGIC PROPULSION COMPANYP.O. BOX 15699C

SACRAMENTO, CALIFORNIA 95813

SRB/SLEEC (SOLID ROCKET BOOSTER/SHINGLE LAP EXTENDIBLE EXIT CONE)

FEASIBILITY STUDY

Period of Performance23 September 1985 to 19 September 1986

Published 19 September 1986

FINAL REPORTContract NAS8-36571Report No. SRB-CLE-F

Volume 2 of 2 Volumes

APPENDIX A

DESIGN STUDY FOR A SLEEC ACTUATION SYSTEM

Prepared by

Garrett Pneumatic Systems DivisionTempe, Arizona 85282

<KASa-CR-178S74) SRB/StEIC ISQLJO fiOCKEX N88-28S65EDCSTEE/SfllNGIE L IP £ITS$VIElf IXJI COSE)FEASIBILITY S T U D Y , VCUJHE 2. iPPEKDIX A: ,RES-ICE SfDDY FOB; I SLEIC fiCfCtlJCK SYSTEM (JnclasFinal Bepprt, 23 Sep. 19,85 -; J9 Sep. ^Aerojet G3/20 016M8S5

Date for general release

Prepared for

GEORGE C. MARSHALL SPACE FLIGHT CENTERMARSHALL SPACE FLIGHT CENTER, ALABAMA 35812

t* -V - 2)

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https://ntrs.nasa.gov/search.jsp?R=19880019581 2020-04-07T08:30:11+00:00Z

FOR AEROJET STRATEGIC PROPULSION COMPANY

FOR A SLEEC ACTUATION SYSTEMTO BE USED ON THE SPACETRANSPORTATION SYSTEM

41-62O4

APRIL

GarrettPneumaticSystemsDivision

DESIGN STUDYFOR AEROJET STRATEGIC PROPULSION COMPANY

FOR A SLEEC ACTUATION SYSTEMTO BE USED ON THE

SPACE TRANSPORTATION SYSTEM

41-6204 April 17, 1986

Prepared by D. S. Thompson

Initial IssueApproved by /

r

aw/supervisor,Publications

AJ . Tervo/ijesrgn engineer

idg~e//-s<t. pro] . ngr

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATION1300 W. WARNER RD. P.O. BOX 22200TEMPE, ARIZONA 85282 TEL (602) 893-9423

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE QARRCTT CORPORATIONTEUPC. ARIZONA

TABLE OF CONTENTS

1.2.

3.

4.

5.

6.

INTRODUCTION AND SUMMARY

DESIGN

2.1 DESIGN SUMMARY

2.2 COMPONENT DETAILS AND OPERATION

PERFORMANCE

3.1 PERFORMANCE SUMMARY

3.2 SYSTEM PERFORMANCE

VERIFICATION TESTS

4.1 TESTS SUMMARY

4.2 BENCH TESTS

4.3 DEVELOPMENT TESTS

4.4 ACCEPTANCE TESTS

LOADS AND STRESS ANALYSIS

5.1 DESIGN LOAD SUMMARY

5.2 SLEEC DEPLOYMENT TORQUE

5.3 COMPONENT CRITICAL LOAD AND STRESS SUMMARY

5.4 CALCULATION OF INDIVIDUAL SHINGLE LOADS

5.5 SLEEC KINEMATIC RELATIONSHIPS

5.6 SHINGLE LOADS ANALYSIS

5.7 COMPONENT LOADS ANALYSIS*

5.8 COMPONENT STRESS ANALYSIS

5.9 SLEEC RESPONSE TO SIDE LOAD

MECHANICAL COMPONENTS

6 . 1 GEARS

6 . 2 BEARINGS

PAGE

1-1

2-1

2-1

2-1

3-1

3-1

3-1

4-1

4-1

4-14-6

4-11

5-1

5-1

5-4

5-6

5-8

5-13

5-15

5-21

5-30

5-40

6-1

6-1

6-5

41-6204Page i

i

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GAPRETT CORPORATIONTEMPC. ARIZONA

TABLE OF CONTENTS (CONTD.)

7. RELIABILITY

7.1 RELIABILITY SUMMARY

7.2 RELIABILITY PLAN

7.3 FUNCTIONAL COMPONENTS

LIST OF ATTACHMENTS

GARRETT DRAWING L860527, 4 SHEETS

GARRETT TEST INSTRUCTIONS TI-3237564

PAGE

7-1

7-1

7-1

7-2

INSERTEDAT THEBACK OFSECTION 2

INSERTEDAT THEBACK OFSECTION 4

LIST OF TABLES

TABLE

2-1

3-1

3-2

5-1

6-1

6-2

TITLE

SLEEC WEIGHT ANALYSIS

SLEEC PERFORMANCE SUMMARY AT GROUNDCHECKOUT LOADS

SLEEC PERFORMANCE SUMMARY AT MAXIMUMFLIGHT LOADS

CRITICAL COMPONENT LOAD AND STRESS SUMMARY

GEAR DESIGN SLEEC ACTUATION SYSTEM

BEARING SUMMARY SLEEC ACTUATION SYSTEM

PAGE

2-5AND2-6

3-4

3-4

5-7

6-6

6-9

41-6204Page ii

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE CARReTT CORPORATIONTEMP*. ARIZONA

FIGURE

LIST OF FIGURES

TITLE PAGE

2-1

3-1

3-2

3-3

3-4

3-5

3-6

3-7

3-8

3-9

4-1

4-2

4-3

4-4

4-5

ONE-SIXTH SLEEC CUTAWAY VIEW

COMPUTER MODEL BLOCK DIAGRAM OF THE SLEECACTUATION SYSTEM

SLEEC PERFORMANCE SIMULATION OF AXIAL ANDRADIAL POSITION FOR GROUND CHECKOUT LOADS

SLEEC PERFORMANCE SIMULATION OF AXIAL ANDRADIAL VELOCITY FOR GROUND CHECKOUT LOADS

SLEEC PERFORMANCE SIMULATION OF MOTOR,FLEXSHAFT, BALLSCREW, AND CABLE DRUMSPEEDS FOR GROUND CHECKOUT LOADS

SLEEC PERFORMANCE SIMULATION OF IMPACTENERGY FOR GROUND CHECKOUT LOADS

SLEEC PERFORMANCE SIMULATION OF AXIAL ANDRADIAL POSITION FOR MAXIMUM FLIGHT LOADS

SLEEC PERFORMANCE SIMULATION OF AXIAL ANDRADIAL VELOCITY FOR MAXIMUM FLIGHT LOADS

SLEEC PERFORMANCE SIMULATION OF MOTOR,FLEXSHAFT, BALLSCREW, AND CABLE DRUMSPEEDS FOR MAXIMUM FLIGHT LOADS

SLEEC PERFORMANCE SIMULATION OF IMPACTENERGY FOR MAXIMUM FLIGHT LOADS

SLEEC ACTUATION SYSTEM COMPONENTS

SLEEC BENCH TEST SETUP

SLEEC DEVELOPMENT TEST, VERTICALORIENTATION

SLEEC DEVELOPMENT TEST, HORIZONTALORIENTATION

SLEEC ACCEPTANCE TEST SETUP

2-2

3-2

3-5

3-6

3-7

3-8

3-9

3-10

3-11

3-12

4-2

4-3

4-7

4-8

4-12

41-6204Page iii

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OP THt QARRETT CORPORATIONTEMPI. ARIZONA

LIST OF FIGURES (CONTD)

FIGURE TITLE PAGE

5-1 NOZZLE PRESSURE DISTRIBUTION USED TO 5-2CALCULATE RESULTANT FORCES

5-2 OUTER SHINGLE FREEBODY 5-3

5-3 INNER SHINGLE FREEBODY 5-3

5-4 EXTENSION ALONG THE CONE ANGLE 5-5

5-5 PROJECTED AREA OF OUTER SHINGLE FOR AXIAL 5-8RESULTANT

5-6 PROJECTED AREA OF OUTER SHINGLE FOR 5-8HORIZONTAL (RADIAL) RESULTANT

5-7 PROJECTED AREA OF INNER SHINGLE FOR AXIAL 5-12RESULTANT

5-8 PROJECTED AREA OF INNER SHINGLE FOR 5-12HORIZONTAL (RADIAL) RESULTANT

5-9 DEPLOYMENT GEOMETRY 5-13

5-10 OUTER SHINGLE FREEBODY LOADS 5-16

5-11 INNER SHINGLE FREEBODY LOADS ' 5-16

5-12 BALLSCREW FREEBODY LOADS 5-24

5-13 COMPONENT FREEBODIES LOADS 5-25

5-14 MOUNTING BRACKET FREEBODY LOADS 5-27

5-15 TOP BRACKET FREEBODY LOADS 5-29

5-16 SLEEC WITH 1-G SIDE LOAD 5-40

6-1 GEAR SCHEMATIC (BALLSCREW AND CABLE DRUM) 6-2SLEEC ACTUATION SYSTEM

6-2 BEARING SCHEMATIC FOR THE SLEEC ACTUATION 6-7SYSTEM BALLSCREWS

6-3 BEARING SCHEMATIC FOR THE SLEEC ACTUATION 6-8SYSTEM CABLE DRUM

41-6204Page iv

Introduction and Summary

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION Of THE GAHRETT CORPORATIONTEMPe. ARIZONA

DESIGN STUDYFOR AEROJET STRATEGIC PROPULSION COMPANYFOR A SLEEC ACTUATION SYSTEM TO BE USED

ON THE SPACE TRANSPORTATION SYSTEM

SECTION 1

INTRODUCTION AND SUMMARY

1.1 INTRODUCTION

This document, prepared by Garrett Pneumatic Systems Division(GPSD) of The Garrett Corporation, Tempe, Arizona, presents theresults of a design feasibility study of a self-contained (powered)actuation system for a Shingle Lap Extendible Exit Cone (SLEEC) foruse on the Solid Rocket Boosters (SRB) used in the NASA-MSFC SpaceTransportation System (STS). The design study was conducted forAerojet Strategic Propulsion Company (ASPC), Sacramento, California,in accordance with the ASPC Statement of Work (SOW) SRB-CLE-01,dated 15 October 1985 and is submitted to ASPC.

1.2 SUMMARY

This report reviews the evolution of the SLEEC actuation systemdesign, summarizes the final design concept, and presents theresults of the detailed study of the final concept of the actuationsystem.

During the study, technical interface (TI) meetings betweenASPC and GPSD were held. The meetings were an important part inresolving the final design concept, and they also clarified certainrequirements of the SOW: Scaling up of the earlier SLEEC design wasfound to be impractical; redundancy for the actuator system exceptfor drive motor/brake and flexible drive shafts was omitted due todesign restrictions and weight considerations; and, system recoveryand refurbishment capability was deleted as being impractical.

A conservative design using proven mechanical components wasestablished as a major program priority. The final mechanicaldesign has a very low development risk since the components, whichconsist of ballscrews, gearing, flexible shaft drives, and aircraftcables, have extensive aerospace applications and a history ofproven reliability.

The mathematical model studies have shown that little or nopower is required to deploy the SLEEC actuation system becauseacceleration forces and internal pressure from the rocket plumeprovide the required energies. A speed control brake is

41-6204Page 1-1

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OP THE GARRETT CORPORATIONTEMPE. ARIZONA

incorporated in the design in order to control the rate ofdeployment.

As defined during the ASPC/GPSD TI meetings and the SOW, anestimate of component weight, a system and component reliabilitystudy, and assembly drawings are contained within this report. Costestimates for 25, 50, and 100 units are being transmitted underseparate cover. Interfacing the actuation system to the SRB andshingles was accomplished during the TI meetings.

41-6204Page 1-2

Design

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE GABBETT CORPORATIONTEMP€. ARIZONA

SECTION 2

DESIGN

2.1 DESIGN SUMMARY

ASPC Statement of Work SRB-CLE-01 called for a "scale-up" insize of the successful subscale SLEEC which was deployed and testfired for 20 seconds on the Super BATES motor. The conceptual por-tion of the design study, however, revealed that a simple scaling upwas not feasible. The weight, complexity, potential binding, andlack of shingle support were unmanageable problems inherent in asystem utilizing two or three circumferential ballscrew actuatordrives to restrain and program the movement of the inner and outershingles during deployment. The nature of the main axial ballscrewdrive suggested that a roll out of aircraft cable could control theradial expansion of the shingles during deployment and alsouniformily support the shingles over their lengths with the leastpossible system weight. Table 2-1 at the end of this sectionpresents the SLEEC system design weights. Since cables only performin tension it was necessary to determine if tension could bemaintained at all times. Analysis revealed that, within theconfines of the mission profile the cables would always be intension as a result of the internal pressure from the rocket exhaustplume. This positive pressure together with the g-load fromacceleration are more than sufficient to drive the system to fulldeployment once the stow lock brake is released.

Drive motors are included in order to assure that the systemhas adequate potential to overcome breakaway friction at the startof the deployment. Also included are speed control drag brakes toregulate the rate of deployment. Figure 2-1 is a cutaway viewshowing one-sixth of the SLEEC actuation system.

2.2 COMPONENT DETAILS AND OPERATION

The SLEEC actuation system consists of six actuation assem-blies, four short flexible shaft assemblies, four long flexibleshaft assemblies, and two drive motor/brake assemblies as shown onthe four sheets of Garrett drawing L860527 attached at the end ofthis section.

Each actuation assembly is mounted to the exterior of an innershingle as shown in Figure 2-1, and contains a 1.750-inch-diameterballscrew and nut assembly which provides the axial drive force tothe system. This ballscrew and nut assembly is driven by a 10:1worm-gear set. As the ballscrew rotates, it imparts rotation to two37.5:1 differential gearboxes through a 1.000-inch-diameter spline

41-6204Page 2-1

06PLOY

'"SIXTH

VIEW

2-2

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATION

TEMPE. ARIZONA

shaft, a ball nut guide, and two sets of spur gears. It should benoted that the two differential gearboxes rotate in opposite direc-tions, thus necessitating an idler gear prior to the differentialgearbox input shaft on one side.

The actuation assemblies also contain two cable drums coupleddirectly to the output of the differential gearboxes. These drumsprovide radial constraint to the outer shingles by means of 0.1875-inch-diameter cables attached to the drums and to the outershingles. One of the cable drums has a left-hand helix cablegroove, or left-hand lay. The other cable drum has a right-handhelix cable groove, or right-hand lay, to ensure symmetrical loadingof the entire system as the cable is payed off the drums.

The cables, which provide radial constraint to the outershingles, are attached to the cable drums by means of balls swagedto the cable ends. These ball ends are placed into recessesmachined into the cable drums and held there by retaining ringswhich are snapped over the drum and ball assemblies. Note that theball/cable joint is not subjected to high loading because two wrapsof the cable remain on the drum at full deployment.

Threaded sleeves are swaged to the cable ends not attached tothe cable drums. These sleeves are threaded over tie rods whichattach opposing cables on the same axis (see Section F-F on Sheet 3of Drawing L860527). After the cables are pre-tensioned, the tierods are rigidly attached to T-bars fastened to each outershingle. Adjustability and ease of assembly are provided by thisconfiguration.

The drive motor/brake assembly is the power source which sup-plies and controls the rotation necessary for deployment. Thesedrive motor/brake assemblies also have a braking mechanism whichcontrols the rate of deployment. Either of the two drive/motorbrake assemblies has the capability of deploying the system and thusprovides a redundant power transfer to the actuation assembliesthrough a complete loop of flexible drive shafts.

External hydraulic or electrical power (depending onavailability) is supplied to the drive motor/brake assembly whichrotates the input shaft of the worm gear set through the flexibledrive shafts. The worm gear set then rotates the ballscrew andconnected spline shaft causing axial translation. Simultaneously,the splined shaft rotates the ballscrew guide and its attachedgear. The attached gear then drives the differential gearbox inputshafts by means of the spur gear sets. For the gear arrangement anddirection of rotation see Sheet 4 of Drawing L860527. Thedifferential gearboxes are coupled directly to the cable drums whichcause the drums to rotate and pay the cables off the drums, allowingradial deployment of the shingles. Axial deployment force isimparted to the outer shingles by means of drive plates attached tothe forward ends of the inner shingles.

\ 41-6204Page 2-3

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE OARHETT CORPORATIONTEMPE. ARIZONA

Section A-A of Sheet 1 of Drawing L860527 shows the stowed andextended views of the actuation system and illustrates that allactuation components, except the ballscrew and its drive gear head,are mounted on the inner shingle and extend with it.

The change in cable angle shown on Sheet 1 of Drawing L860527causes an increase in cable tension, compensating for stretch in thecables due to higher loading during deployment.

Cable lead compensating screws can be incorporated into thecable drums if the change in angle to the centerline of the cabledrum will adversely affect the performance of the system.

41-6204Page 2-4

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE GARRETT CORPORATIONTEMPC. ARIZONA

TABLE 2-1


ItemNumber*

123456789101112131415161718192021222324252627282930313233343536373839

Description

Thrust PlateHex NutCoverEnd CapThrust BearingNeedle BearingWoodruff KeyWorm WheelWormThrust CollarDrive ShaftRetaining PinBushingSpur GearSpur GearSpur GearSpur GearSpur GearSpur GearSpur GearBall Screw GuideBearing BlockFront HousingEnd CapCable RetainerBall ScrewBall NutWorm Gear HousingBall BearingPad BearingPlanet GearSun GearRing GearFixed Ring GearMounting BracketRight Rear HousingSpline ShaftBoltWasher

UnitWeightIBs

0.0860.0650.0371.0670.3990.9620.0040.7730.5960.5431.4550.0190.4230.9060.4950.3750.2790.2380.3750.23812.1581.5431.0530.2350.03717.318

.400,809

0.1600.0030.620.860.500

5.14416.2250.5199.1380.0880.059

44,

0,1,

Quantity

66666666666666126666663661243266684727212121266666

0,2,5,

TotalWeightIBs

0.5200.3930.2266.4042.3945.7720.0244.6423.5783.2638.731,115,542,438

5.9472.2501.6741.4312.2501.43172.94955.5736.3232.82715.940103.91026.40128.85413.4400.20444.64710.32118.00461.72697.3553.11254.8280.5290.354

41-6204Page -2-5

GARRETT PNEUMATIC SYSTEMS DIVISIONDIVISION Of THE BARRETT CORPORATION

TCMPC. ARIZONA

ItemNumber*

4041424344454647

TABLE 2-1 (CONT.)


Description

CableFlex ShaftCable DrumLeft Rear HousingMotor/Brake DriveT-BarTie-RodHex-NutMiscellaneous

UnitWeightIBs

0.1831.25724.600.6933,3,,000,230

0.0520.011

Quantity

432812626

216432

TotalWeight

Calculated Actuation System Weight

79.00010.053295.21

4.1566.00019.38011.2324.75212.00

1118.105

* These numbers correspond to the find numbers on Sheet 1 ofGarrett Drawing L860527.

41-6204Page 2-6

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Performance

GARHETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE CAHRETT CORPORATIONTEMPI. ARIZONA

SECTION 3

PERFORMANCE

3.1 .PERFORMANCE SUMMARY

A computer model of the SLEEC actuation system has been devel-oped and used to simulate system performance. The computer modelincludes the effects of system inertia, friction, and externalloading on the system during deployment. Based on the predictedacceleration loads and assumed system frictions during in-flightoperation, the analysis indicates that driving motors are probablynot required for deployment. However, they have been retained inthe design to provide any necessary system input required due tounexpected variations in friction and for peak transient loads. Themotor is also used during ground check-out. A braking mechanism hasbeen incorporated into the design which will control the rate ofdeployment during the flight profile.

3.2 SYSTEM PERFORMANCE

The performance of the SLEEC actuation system was predicted bya computer simulation of the system dynamics. The heart of thesimulation is a predictor-corrector integration routine with avariable step size to provide accuracy and execution speed. A blockdiagram of this computer simulation is provided in Figure 3-1. Asshown, the motor acceleration is determined by the sum of load,drag, brake, and motor torques. The motor shaft velocity isdetermined by integrating acceleration; similarly, position is theintegral of velocity. The axial and radial (i.e., circumferential)positions of the inner and outer shingles are found by reflectingthe motor position through the appropriate gear trains.

The key components of the model include 1) a small electricmotor represented by a torque-speed curve, 2) load maps based onpredicted axial and radial loads as a function of displacement, 3) aload map representing the brake torque as a function of motor speed,and 4) the gear ratios necessary to deploy the shingles 60 inchesaxially and 6.6 inches circumferentially per cable roller (resultingin a total circumferential cone expansion of 79.2 inches) inthirteen seconds with an average motor speed of 2770 rpm.

41-6204Page 3-1

«A •••*•!

V .GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE CARRCTT CORPORATIONTIMM. ARIZONA

N A'oxor peeJ («AA»;Motor T

(m-lb)

FIGURE 3-1

COMPUTER MODEL BLOCK DIAGRAMOF THE SLEEC ACTUATION SYSTEM

41-6204Page 3-2

GAHRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION or THg OABfiSTT CORPORATIONTEMPC. ARIZONA

Each of the two motors was selected based on its capability todeploy the system in 20 seconds during a ground checkout. A 0.2 hpdc electric motor provides the necessary power to accomplish this.The required motor stall torque (25 in-lb) was determined from theload torques plus the torque required to accelerate the motor in thespecified time during ground checkout. Motor freerun speed wasselected as 2000 rpm. These values defined an approximate motortorque-versus-speed curve which was then used for the computersimulation.

The mechanical brake was sized to control the speed of themotor under aiding loads. The brake has no effect for speeds lessthan the motor freerun speed but provides a resistive torque equalto the square of the motor speed for speeds greater than the freerunspeed. The brake supplies approximately 200 in-lb of resistivetorque at the flight deployment speed of 2770 rpm.

The gear ratio (including the ballscrew lead and necessary gearreductions) was determined to be 10 revolutions of the motor perinch of axial shingle stroke. In the circumferential direction thegear ratio was determined to be 90.91 revolutions of the motor perinch of cable payed out.

Two loading cases were investigated for deployment of the sys-tem: 1) a ground checkout loading case, and 2) a predicted flightload case. The results of the computer simulation are summarized inTables 3-1 and 3-2 for these cases. Performance plots of position,velocity, motor speed and mechanical energy are shown in Figures 3-2through 3-5 for the ground checkout load case and in Figures 3-6through 3-9 for the flight load case.

41-6204Page 3-3

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION Of THE OARRETT CORPORATIONTEMPI. ARIZONA

TABLE 3-1

SLEEC PERFORMANCE SUMMARY AT GROUND CHECKOUT LOADS

Parameter Magnitude

Maximum motor speed (rpm) 1911

Maximum axial velocity (in/sec) 3.185

Maximum radial velocity (in/sec) 0.343

Impact translational energy (in-lb) 44.02

Impact rotational energy (in-lb) 721.21

Total kinetic energy (in-lb) 765.23

Deploy time (sec) 19.125

TABLE 3-2

SLEEC PERFORMANCE SUMMARY AT MAXIMUM FLIGHT LOADS

Parameter Magnitude

Maximum motor speed (rpm) 2747

Maximum axial velocity (in/sec) 4.578

Maximum radial velocity (in/sec) 0.493

Impact translational energy (in-lb) 90.94

Impact rotational energy (in-lb) 1489.95

Total kinetic energy (in-lb) 1580.89

Deploy time (sec) 13.125

41-6204Page 3-4

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE QARflETT CORPORATION

TEMP*. ARIZONA

S L E E C M O D E L

0 . 0 0 2 .00

RUN 1 5

4.00 6.00T I M E

8 6 / 0 3 / 2 1 .

8.00

( SEC )10.00 12.00 14.00 16.00 18.00 2 0 . Q Q

08. 48.29.

FIGURE 3-2

SLEEC PERFORMANCE SIMULATION OF AXIALAND RADIAL POSITION FOR GROUND CHECKOUT LOADS

41-6204Page 3-5

^•••TTJ

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRgTT CORPORATIONTEMPI. ARIZONA

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FIGURE 3-3

SLEEC PERFORMANCE SIMULATION OF AXIALAND RADIAL VELOCITY FOR GROUND CHECKOUT LOADS

41-6204Page 3-6

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATIONTtllPE. ARIZONA


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FIGURE 3-4

SLEEC PERFORMANCE SIMULATION OF MOTOR,FLEX SHAFT, BALLSCREW, AND CABLE DRUM

SPEEDS FOR GROUND CHECKOUT LOADS

41-6204Page 3-7

GARBETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE QARRETT CORPORATIONTEMPg. ARIZONA

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FIGURE 3-5

SLEEC PERFORMANCE SIMULATION OF IMPACTENERGY FOR GROUND CHECKOUT LOADS

41-6204Page 3-8

»*•••¥«GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE BARRETT CORPORATIONTEMPC. ARIZONA


0.00 2 .00

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09.20. 1 1 .

FIGURE 3-6

SLEEC PERFORMANCE SIMULATION OF AXIALAND RADIAL POSITION FOR MAXIMUM FLIGHT LOADS

41-6204Page 3-9

^g}GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE QAPRITT CORPORATIONTEMPC. ARIZONA

oIjJ O

co °.

oo

no


VAVR

-a s- g a a a a a a a a a a a-

o o o o e——e o o o o e -

o i a a—ra B- -a B-0 .00 2 .00 4.00 6.00 8.00

RUN 16 86 /ov2 i : U E I S E C

10.00 12 .00 1 4 . 0 0 16.00 18.00 20 .00

09 . 20 . 16

FIGURE 3-7

SLEEC PERFORMANCE SIMULATION OF AXIALAND RADIAL VELOCITY FOR MAXIMUM FLIGHT LOADS

41-6204Page 3-10

••••TT)GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE 6ARRETT CORPORATION

TEMPE. ARIZONA


«.

o

><§d

moA

RPMRPMFSRPMBSRPMCBL

ta a a a a a a g a o B a a a a-

a.ena; oo «o -

m=H0.00 2 .00

R U N 1 6

4 .00 6.00 8.00

8 6 / 0 3 / 2 l ! M E

10.00 12.00 14.00 16.00 18 .00 20.00

0 9 . 2 0 . 2 1 .

FIGURE 3-8

SLEEC PERFORMANCE SIMULATION OF MOTOR,FLEXSHAFT, BALLSCREW, AND CABLE DRUM SPEEDS

FOR MAXIMUM FLIGHT LOADS

41-6204Page 3-11

^^

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION or THE GARRCTT CORPORATIONTEKPt. ARIZONA

O

><;

toor

O

nSH

mSLEEC A C T U A T I O N D - Y N A M I C M O DEL

a a a——a a a a a a 1

EMRCyM

ENRGYJ

o o o o o o o a

0.00 2.00 4.00 S . O O 8.00

n ,, , T I M E ( SEC )RUN 16 " 86/03/21.

10.00 12.00 14.00 16.00 18.00 20.00

09.20.36.

FIGURE 3-9

SLEEC PERFORMANCE SIMULATION OF IMPACT ENERGYFOR MAXIMUM FLIGHT LOADS

41-6204Page 3-12

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE CARROT CORPORATIONTtMPC. ARIZONA

SECTION 4

VERIFICATION TESTS

4.1 TESTS SUMMARY

The tests defined in this section for the SLEEC actuationsystem are comprised of three programs. The bench test program,(paragraph 4.2) will verify the design concept; the development testprogram, (paragraph 4.3) will verify the performance of the SLEECsystems including the actuation system and the shingles; and theacceptance test program (paragraph 4.4) will verify the performanceand integrity of the production actuation system components (seeFigure 4-1).

4.2 BENCH TESTS

The objective of the bench test program will be to verify thedesign concept of the SLEEC system by testing a segment of the actu-ation system at three loading conditions: a nominal load, a maximumload, and 1.4 times the maximum load.

4.2.1 Description of Test Segment

The test segment shall consist of one-sixth of the actuationsystem, i.e., an axial drive ballscrew, two cable payout drumsmounted on a simulated inner shingle, a programmed simulated hoopload achieved through the use of air cylinders attached to each drumcable, and a programmed air cylinder which will simulate one-sixthof the rocket plume load (see Figure 4-2).

4.2.2 Pretest Inspection

A pretest inspection shall specify a review of the piece-partinspection record and note any anomalies in the test logbooks.

4.2.3 Test Equipment and Setup

The test equipment shall consist of the following:

a. A mounting fixture representing one-sixth of the exitcone.

b. An axial load cylinder including a load cell and pro-grammer.

41-6204Page 4-1

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF TMf GABHf TT CORPORATIONTCMPf ARIZONA

ORIGINAL RAGS ISOF POOR QUALTTY

SPEED CONTROLBRAKE AND STOWLOCK (2)

DRIVEMOTOR (2)

FLEXIBLE POWERTRANSMISSIONSHAFT («)

AIRCRAFT TYPE S.S.CABLE (432)

OUTER SHINGLE (SI-

FIGURE 4-1

SLEEC ACTUATION SYSTEM COMPONENTS

41-6204Page 4-2

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE GARRETT CORPORATIONTEMPE. ARIZONA

ORIGINAL PAGE ISOf POOR QUALITY

-HANOCRANK ACCESS

8 BANKS OF 8 AIRCYLINDERS PROGRAMEDFOR HOOP LOAD(TYPICAL BOTH SIDES)

PROGRAMMEDPLUME LOAD(AIR CYLINDER)

FIGURE 4-2

SLEEC BENCH TEST SETUP

41-6204Page 4-3

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE GAHHETT CORPORATIONTEMPS. ARIZONA

c. 72 load cylinders simulating cable hoop loads with aprogrammer for cylinder pressure.

d. A torque meter with a flexshaft input.

e. A drive motor with a flexshaft input.

The test setup shall be constructed as shown in Figure 4-2.The following data shall be continuously recorded during deploymentof the one-sixth SLEEC segment:

o Hoop load cylinder pressure (0-1500 psi)

o Simulated one-sixth plume load (0-10K Ibs)

o Input torque (±50 in-lbs)

o Stroke (0-60 inches)

o Time (0-25 seconds)

4.2.4 Test Conditions

All tests specified herein shall be conducted under prevailinglaboratory ambient conditions as follows:

o Ambient temperature 80 ±40F

o Ambient pressure 28.8 ±2.0 in Hg, abs

o Humidity 5 to 80 percent

4.2.5 Logbooks, Photographs, and Video Tapes

A daily logbook shall be kept of all significant activity.Photographs shall be taken of all test setups and of any significantincidents. A video tape shall be made of the initial actuationcycle of each test.

4.2.6 Test Procedure

4.2.6.1 Test Setup Checkout

a. Hand-crank to the fully deployed position with noaxial load and only a 5-pound load on each cable.

41-6204Page 4-4

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THS GARRETT CORPORATIONTEMPC. ARIZONA

b. Record the drag load, torque and stroke.

c. Hand-crank to the fully stowed position.

d. Repeat step (a) using the drive motor instead of thehand-crank.

e. Repeat steps (b) and (c) above.

4.2.6.2 Deploy at 80 Percent, 100 Percent, and 140 Percent of Load

Deploy under the following conditions.

a. Set the axial deployment speed to be ±0.5 in/sec(nominal 20-second deploy time).

b. Set the axial load at 13.3 percent of the total roc-ket plume load (i.e., set at 5.40K Ibs)

c. Set the cable hoop load at 80 percent of the maximumtotal hoop load (i.e., set at 716 Ibs per cable).

d. Record the axial load, hoop load cylinder pressure,torque, and stroke versus time.

e. Hand-crank the setup to the fully-stowed position.

f. Repeat steps (a) through (e) above except that theaxial load shall be 16.6 percent of the total plumeload (i.e., 6.80K Ibs) and the cable hoop load shallbe 100 percent of total hoop load (i.e., 894 Ibs percable).

g. Repeat steps (a) through (e) above except with aplume load of 23.2 percent of maximum (i.e., 9.44KIbs), and a cable load of 140 percent of maximum(i.e., 1252 Ibs per cable).

r

h. Complete paragraph 4.2.6.3, step (a),

i. Repeat step (f) above ten times.

4.2.6.3 Post-Test Inspection

a. The test unit shall be closely inspected after the140-percent load test of step (g) of pargraph 4.2.6.2and compared to its pre-test condition for anyevidence of change due to deformation.

41-6204Page 4-5

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRET CORPORATIONTCMPC. ARIZONA

b. After completion of all the bench tests, disassembleand reinspect all piece-parts both visually anddimensionally. Review the results with any logbookentries recorded during the pre-test inspections ofparagraph 4.2.2.

4.2.7 Test Success Criterion

There shall be no permanent deformation of the test unit or anyof its component parts as determined by visual inspection followingthe tests of paragraph 4.2.6.2.

4.3 DEVELOPMENT TESTS

The objective of the development tests is to verify the perfor-mance of the SLEEC system and demonstrate its operation by simu-lating hoop loading from the shingles. The fixed cone, compliancering, inner shingles, and outer shingles are to be supplied byASPC. The actuation system, fixtures and test setup are to be sup-plied by GPSD. A horizontal, no-load ground checkout will also bedemonstrated for the final system checkout prior to actual flight.

4.3.1 Description of Performance and Demonstration Tests

A complete SLEEC system consisting of fixed exit cone, a struc-tural support for the ballscrew gearboxes, six inner shingles withmounting points for the actuation system, six outer shingles withattachment mounting for the hoop cables, and a complete six-ball-screw SLEEC actuation system shall be set up and mounted for deploy-ment as a total system. The system shall be deployed in a verticalorientation, upward and against load devices which will simulate therocket plume load (thrust and radial hoop loads) as shown in Fig-ure 4-3. The ground checkout will be accomplished in the horizontalposition as shown in Figure 4-4. Gas-filled strut cylinders will beadded to increase the pre-tension load in the cables if required forfull deployment.

4.3.2 Pre-Test Inspection

Carefully inspect all the component parts, the major setup fix-tures, and the instrumentation. Prepare a checklist listing compo-nent parts by part number with the characteristics or features thatmust be inspected. Attach the checklist to the test logbook.

41-6204Page 4-6

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OP THE GARRETT CORPORATIONTEMPI. ARIZONA

GRAVITY

FIGURE 4-3

SLEEC DEVELOPMENT TEST, VERTICAL ORIENTATION

41-6204Page 4-7

GARRETT PNEUMATIC SYSTEMS DIVISION» DWISION Of THE GABSrn COSPORAT.OMTEMP*. ARIZONA

GRAVITY

\

FIGURE 4-4

SLEEC DEVELOPMENT TEST, HORIZONTAL ORIENTATION

41-6204Page 4-8

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE CARRETT CORPORATIONTEMPC. ARIZONA

4.3.3 Test Equipment and Setup


a. A mounting fixture to support the fixed cone

b. A shingle loading mechanism simulating the plume load

c. Six torque meters in the flexshaft loop

d. 36 gas-filled struts simulating shingle loading forthe ground checkout

4.3.4 Flight Loading Demonstration

The flight loading demonstration test system shall be setup asin paragraph 4.3.1. It will have six ballscrew stations, each simi-lar to that of Figure 4-1, and arranged as shown in Figure 4-3.

The following data shall be continuously recorded duringdeployment of the SLEEC:

o Six torques (±50 in-lbs)



4.3.5 Ground Checkout Demonstration

The ground checkout demonstration test assembly shall be set upin a stowed horizontal position. Install the gas-filled struts toretain the orientation of the shingles and maintain the cable ten-sion load during a full deployment. ' Other than the horizontal ori-entation, the assembly shall be the same as for the flight loadingdemonstration, less the shingle loading mechanism (plume load) asshown in Figure 4-4.

The following data shall be continuously recorded during check-out deployment of the SLEEC.

o Six torques (±50 inch-lbs)



41-6204Page 4-9

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of THE GARRETT CORPORATIONTtMPC. ARIZONA

4.3.6 Test Conditions

All tests specified herein shall be conducted under prevailinglaboratory ambient conditions.

4.3.7 Logbooks, Photographs, and Video Tapes

A daily logbook shall be kept documenting all significantactivity. Photographs shall be taken of all test setups and of anysignificant incidents. A video tape shall be made of the initialactuation cycle of each test.

4.3.8 Test Procedures

4.3.8.1 Test Setup Checkout

With the system setup as described in paragraph 4.3.4 proceedas follows:

a. Hand-crank the setup to the fully-deployed position.

b. Monitor the shingle loading mechanism loading indica-tors for proper loading over the total stroke of thesystem. Any imbalance in the six torque readingswill indicate system binding or uneven loading fromthe shingle loading mechanism.

c. Hand-crank the setup to the fully-stowed position.

4.3.8.2 Deploy at 20 Seconds, 10 Seconds and Freerun

a. Deploy the system at 3 ±0.05 in/sec (nominal 20-second deployment time). Repeat paragraph 4.3.8.1and examine the hardware and data.

b. Deploy the system at 6 ±0.5 in/sec (nominal 10-seconddeployment time). Repeat paragraph 4.3.8.1 and exam-ine the hardware and data.

c. Disconnect the speed control feedback and fullydeploy the system at the freerun speed. Check thesystem hardware and data.

41-6204Page 4-10

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRCTT CORPORATIONTEMPS. ARIZONA

4.3.8.3 Ground Checkout Demonstration

With the system setup as described in paragraph 4.3.5

a. Hand-crank slowly to deploy fully while observing theaction of the shingles. While some out of roundnessof the SLEEC due to gravity is permissible for groundcheckout, no shingle separation should occur. Thegas-filled struts may be progressively removed aslong as the shingles maintain their proper relation-ship to each other. It is desirable to perform theground checkout with a minimum of gas struts. Mon-itor the torque readings with each hand-crank check-out.

b. Hand-crank the system into the stowed position whilemonitoring the shingle and actuation system forabnormalities.

c. Deploy the system with the system drive motor. Moni-tor the torques versus stroke and the shingle orien-tation.

4.4 ACCEPTANCE TESTS

An acceptance test will be conducted on each component prior toshipment. It is not practical, nor meaningful, to test the actua-tion system as an assembly at GPSD's facility. The final acceptancetest of the total SLEEC system is best accomplished during finalassembly on the SRB. For demonstration of the final assembly check-out see paragraph 4.3.5. The components which will be individuallyacceptance tested are the:

o Actuation assembly (six required per system).

o Drive motor/brake assembly (two required per assem-bly) .

o Flexshaft assembly, actuator to actuator (fourrequired per assembly).

o Flexshaft assembly, motor/brake to actuator (fourrequired per assembly).

4.4.1 Actuation Assembly Acceptance Test Procedure

4.4.1.1 Description of Test Setup

The actuation assembly shall be mounted on a simulated inner shingle(also used for shipping the assembly) and installed in the test fix-ture shown in Figure 4-5.

41-6204Page 4-11

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATIONTEMPC. ARIZONA

ORIGINAL PASS-ISOF POOR QUALTTTY

-HANOCRANK ACCESS

6 BANKS OF 6 AIRCYLINDERS PROGRAMEDFOR HOOP LOAD(TYPICAL BOTH SIDES)

PROGRAMMEDPLUME LOAD(AIR CYLINDER)

FIGURE 4-5

SLEEC ACCEPTANCE TEST SETUP

41-6204Page 4-12

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION or THE CARROT CORPORATIONTEMP*. ARIZONA

4.4.1.2 Pre-Test Inspection

Visually examine the hardware and review all documentation prior tothe start of the test.

4.4.1.3 Test Equipment and Setup


a. A mounting fixture (simulated one-sixth SLEEC).

b. An axial load cylinder (with load cell and program-mer) .

c. 72 load cylinders (cable hoop loads).

d. A torque meter (flexshaft input).

e. A drive motor (flexshaft input).

The test setup shall be constructed in accordance with Fig-ure 4-5.

4.4.1.4 Test Data

The following data shall be continuously recorded duringdeployment of the actuation assembly.

o Load cylinder pressure (0-1500 psi)

o Simulated one-sixth plume load (0-10K Ibs)

o Input torque (±50 inch-lbs)



4.4.1.5 Test Conditions

All tests specified herein shall be conducted under prevailing labo-ratory ambient conditions.

4.4.1.6 Test Procedure

4.4.1.6.1 Hand-crank Test

a. Hand-crank the assembly to fully deploy with no axialload and a 5-pound load per cable.

41-6204Page 4-13

GARRETT PNEUMATIC SYSTEMS DIVISIONDIVISION OP TMg OARHtTT CORPORATION

TEMPC. ARIZONA

b. Record the drag load, torque, and stroke.

c. Return the actuator to the stowed position by hand-cranking.

4.4.1.6.2 Normal Maximum Deployment Test

a. Deploy the assembly at 4 ±0.5 in/sec (nominal 13-second deployment time).

b. Set the axial programmed load at 6,800 pounds maximumand set the cable programmed load at 890 pounds percable maximum.

c. Record the axial load, cable loading, cylinder pres-sure, torque, and stroke versus time.

4.4.1.6.3 Acceptance Criteria

a. There shall be no permanent deformation of the testunit or any of its component parts as determined byvisual inspection.

b. All test data shall be within the tolerances of para-graph 4.4.1.4.

c. The operation cycle shall be complete, smooth andwithout any hesitation.

4.4.2 Drive Motor/Brake Assembly ATP

The acceptance test for this assembly will consist of a simu-lated overhauling loads test in order to confirm the speed controlfunction. In addition, a simulated stiction test will be developedto verify the drive motor function.

4.4.3 Flexshaft Assembly ATP

ATPs for flexshafts have been well established from aircraftthrust reverser applications. The Garrett Engineering Test Instruc-tions TI-3237564 attached at the end of this section containinstructions for testing the Flexshaft Assembly for the PeacekeeperStage II Extendible Nozzle Exit Cone (ENEC) and are presented hereinas an example of an established application and procedure.

41-6204Page 4-14

/""^X GARRETT PNEUMATIC SYSTEMS DIVISION ENGINEERING

KS3 ^SSKT-""1"1"1" TEST INSTRUCTIONSPREPARED BY

R. P. AustenAPPROVED BY

J. W. Merritt/CGTTEST LOCATION

Receivina Inspection

ORIGINAL ISSUE Rev PAGES

DATE , - . _ . T|10-4-84 II- 32T7"ifi4 Mr 7

LAB REVIEW BY ATTACHMENTS

DS-3237564-1 3K1" A. Glenn DS-3237564-2

TITLEFLEXIBLE SHAFT ASSEMBLY 3237564-1, -2

THE INFORMATION CONTAINED HEREIN IS PROPRIETARY TO GARRETT CORPORATION AND MUST NOT BE ISSUED TO ANY PERSONSEXCEPT THOSE DESIGNATED TO RECEIVE SUCH INFORMATION

REV.

NC

EFFECnVTTYDATE

(CR NO.)

10-4-84

PAGESAFFECTED

. '-

REFERENCES

ATP-3237564dated 9-7-84.

DESCRIPTION OP CHANGE

Initial Issue.

GP100-711A

GARfterMSNEUMATIC SYSTEMS DIVISION* DIVISION OF THE GABSETT COHPOfUriONPHOENIX. ARI20N*

1. INTRODUCTION

1.1 Purpose - These instructions outline the testing proceduresto be performed upon the .subject unit. Any unit failing to meetthe specified requirements shall be rejected.

2. PROCEDURE

NOTES: 1. Do not deviate from the given sequence ofthis procedure.

2. Any torque applied shall be quicklyreleased after obtaining the requiredvalue. The torque wrench shall be removedto read the original position (refer to SKIfor proper procedure).

The shaft shall be equalized before and after each test byperforming the following:

o install the unit in the test fixture T-198514 orequivalent.

o Select the proper fittings for shaft size,

o Layout the shaft assembly in a straight line.

o Support the end flanges and the casing at approxi-mately 12 inch intervals.

o Lock one end of the core to prevent rotation andapply torque loads in the following manner:

150 in.-lb clockwise and counterclockwise100 in.-lb clockwise and counterclockwise

50 in.-lb clockwise and counterclockwise25 in.-lb clockwise and counterclockwise10 in.-lb clockwise and counterclockwise

5 in.-lb clockwise and counterclockwise

2.1 Proof Load Tests

2.1.1 Apply a proof load test torque of 290 ±5 Ib-in. in theclockwise direction. The free end of the shaft shall return tothe original position within ±10 degrees.

2.1.2 Repeat paragraph 2.1.1 applying the torque in the counter-clockwise direction.

TI-3237564Page 1

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Of rue OAPP6TT COBPOflAIIONPHOENIX. ARIZONA

2.2 Angular Deflection Apply a torque of 100 ±5 Ib-in. to thefree end of the shaft in a clockwise direction. The angulardeflection shall be within the limits shown below per applicabledash number. Remove the.torque from the shaft; the free end ofthe shaft shall return to the original position within±5 degrees.

Dash No.

-1

Maximum AngularDeflection

deg

72

-2 31

2.2. Repeat paragraph 2.2 applying the torque in the counter-clockwise direction.

TI-1301-1*

TI-3237564Page 2

mjtmrarnGARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION Or THE GARRETT CORPORATIONPHOCNII. ARIZONA TI-3237564, SKI

STEP_A: INSTALL THE UNIT AS DESCRIBED IN THE TEXTAFTER EQALIZATiON, ZERO THE INDICATOR.

STEP B: INSTALL TORQUEXETER AND APPLY TORQUE AS PRESCRIBED IN THE TEXT. OBSERVE TORQUE.

oTcp r- SWIFTLY BUT SMOOTHLYaicr U- REMOVE THE TORQUE WITHOUT OVERSHOOT.

( DO NOT PASS ZERO ON PROTRACTOR )

REMOVE THE TORQUE WRENCHAND OBSERVE THE READING

STEP D- ON THE PROTRACTOR

TORQUE PROCEDURE

= 71 GARRETT PNEUMATIC SYSTEMS DIVISION» DIVISION Of TM{ GARnCT? CO«*O*»*TtON

0MOCNIX

Test Date

DS-3237564-2

GARSETT PART 3237564-2

TESTED BY

ATP-3237564, Rev.

TI-3237S64, Rev.

Instrumentation Accept

STATION NO.

UnitS/N

Proof(MO*

Acceptcw ccw

Return±10 degActualCW CCW

c31 deg MaxDeflection

Actual

-

Annular 0

Spcingback±5 decrees

Actual

ef lectionc

31 deg MaxDeflection

Actual

•

Spcingbackt5 degrees

Actual

UnitAccept

•(MC) denotes major characteristics defined in GPSD Report 41-3803.

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION 0* TMC GAflMTT CORPORATION

Test Date

DS-3237564-1

GARRETT PAST 3237564-1

TESTED B*

ATP-3237564, Rev.

TI-3237S64, Rev.

Instrumentation Accept

STATION HO.

UnitS/H

Proof(MC)«

AcceptCW CCW

Return±10 degActualCW CCW

c72 deg MaxDeflection

Actual

\

Anoiitai* 0

Springback±5 degrees

Actual

ff lection

72 deg MaxDeflection

Actual

Springback±5 degrees

Actual

Uni tAccept

*(MC) denotes major characteristics defined in GPSD Report 41-3803.

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE OAflBtTT CORPORATIONTEMPC. AAIZONA

SECTION 5

LOADS AND STRESS ANALYSIS

5.1 DESIGN LOAD SUMMARY

Figure 5-1 shows the internal pressure distribution which wasused to calculate the resultant forces acting on the SLEECshingles. It is the piecewise linear approximation of the actual/continually-varying pressure.

The pressure-induced components of force acting in the axialand radial directions were determined for both inner and outershingles for the fully extended position with the assumption thatexternal pressure equaled zero (maximum load at vacuum conditions).

For the inner shingle:

Radial Fx = 19,218 Ib

Axial Fz = 4,085 Ib

For the outer shingle:

Radial Fx = 25,434 Ib

Axial Fz = 5,406 Ib

These forces include a safety factor of 1.4. The outer shingleoverlaps the inner shingle by approximately 3 inches in a stripextending the length of the shingle. In calculating outer shingleforces, this overlap area was omitted. The total axial resultantforce on the complete cone is then:

F, = 6(4085 + 5406) = 56,946 Ib.ztotalThe detailed shingle load calculations are shown in para-

graph 5.4 of this document.

Figures 5-2 and 5-3 show free bodies of the outer and innershingles. The significant forces acting on the shingles are theball screw thrust force

FB = 9,702 Ib,

and the resultant cable (hoop) tensile force

Fh = 45,106 Ib.

41-6204Page 5-1

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OC THE OARRETT CORPORATIONTEMPC. ARIZONA

OF POOR

FIGURE 5-1

NOZZLE PRESSURE DISTRIBUTION USEDTO CALCULATE RESULTANT FORCES

41-6204Page 5-2

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THg GARRCTT CORPORATIONTEMPI. ARIZONA

ORIGINAL PA£E f3Of POOR QUALITY

- cobble. Cheep) resu 1-t-a.n -£

/c-tc e.. .

FIGURE 5-2

OUTER SHINGLE FREEBODY

'Cfi.

FIGURE 5-3

INNER SHINGLE FREEBODY

41-6204Page 5-3

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE QARRETT CORPORATIONTEMPI. ARIZONA

Note that since the radial outward pressure resultant on theouter shingle is greater than that on the inner shingle (the innershingle is smaller) the hoop tension resultant (cable) must make aslightly shallower angle with the normal to the inner shinglecenterline than to that of the outer shingle in order that theshingles be pressed together

92 > 91 'Calculations show (see paragraph 5.6) that if

. o

and

9]_ = 13

62 '

(the sum of these angles is 30 degrees which is the angle betweenshingle centerlines) then a contact force,

NL = 498 Ib,

exists between the shingles at each overlap. The overlap contactforce may be increased by decreasing the angle 9, and increasing62

by the same amount. If is 12 degrees and 62 equals 18degrees, a normal force of 1,304 pounds exists at the overlap. Hooptension also increases slightly to 45,141 pounds. These results arerequired for static equilibrium, assuming the shingles to be rigidbodies. in actual practice, the shingles tend to circumferentiallydeflect somewhat thereby naturally supplying the cable angularityrequired for static equilibrium.

The existence of a contact force between the shingles increasesthe frictional resistance to cone extension, however it provides fora gas seal between the shingles during and subsequent to deployment.

5.2 SLEEC DEPLOYMENT TORQUE

The unique condition which exists in the SLEEC concept of noz-zle extension is that the radial component of pressure within thecone tends to expand it and provides the power for extending thesystem against axial loads. Since the pressure force on the conemoves perpendicularly to its line of action (see Figure 5-4) duringdeployment, no net work is done; i.e., the negative work of theaxial component of pressure is exactly balanced by the positive workof the lateral component of pressure as long as deployment is alongthe cone angle. This means that, neglecting friction and inertia,cone extension requires no driving torque at all.

41-6204Page 5-4

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION Of TMC OARRITT CORPORATIONTEMPC. ARIZONA

/. / n / T i A ' pc iiT

Vver L done, i n•from /~2 —

c (j //? -'

FIGURE 5-4

EXTENSION ALONG THE CONE ANGLE

This conclusion is verified by the determination of the torquesacting on the ballscrew in paragraph 5.7. The torque on the ball-screw due to the ballscrew thrust (9/702 Ib) is

1B 1,544 in-lb.

The torque acting on one cable drum due to hoop tension (45,106 Ib)is

Th = 29,590 in-lb.

The gear reduction from the cable drum to the ballscrew guide isderived in paragraph 5.5 which defines the kinematics of deployment.The reduction ratio is 38.3:1 so that the torque on the ballscrewguide due to cable roller torque is then

2959038.3 772 in-lb.

The other cable drum provides an additional 772 in-lb so that atotal of 1,544 in-lb is transmitted through the spllned shaft to theballscrew, exactly balancing the thrust torque. No driving torque,then, is necessary to maintain cone equilibrium. Since the ratiobetween the axial and radial components is constant throughout thestroke, the torque equilibrium for the ballscrew exists throughoutdeployment. In reality, if friction loads are small, a brake isnecessary to prevent the system from deploying due to the 1-g weightforce.

41-6204Page 5-5

GARHETT PNEUMATIC SYSTEMS DIVISION* DIVISION Of THE GAflBtTT CORPORATIONTtMPC. ARIZONA

5.3 COMPONENT CRITICAL LOAD AND STRESS SUMMARY

The results of the component load and stress analysis are sum-marized in Table 5-1. The detailed analyses are given in paragraphs5-7 and 5-8. The two most critical items are the axial ballscrewand the cable drum. The Euler buckling force of the axial ballscrewis 15/394 pounds compared to an applied force of 9,702 pounds. Theresulting margin of safety is 0.537. The cable drum must resist thetorque due to the resulting hoop tension of 45/106 pounds acting ona pitch radius of 0.656 inches resulting in a peak torsional shearstress of 105,842 psi. It is proposed to use AISI S7 tool steel tofabricate the drums. The material properties of this material are

Ultimate tensile strength, PT = 275 ksi

Yield tensile strength, FT • 205 ksiLyElongation (2-in gage), e » 10%

The torsional shear yield stress is assumed to be 0.6 times thetensile yield stress or

Fs = 123 ksi,syresulting in a margin of safety of 0.162. All critical componentsshow positive margins of safety for the design loads. This providesverification that the SLEEC actuation system is structurally ade-quate to withstand the fully-deployed pressure loads.

41-6204Page 5-6

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE CARRETT CORPORATIONTEMPE. ARIZONA

TABLE 5-1

CRITICAL COMPONENT LOAD AND STRESS SUMMARY(BASED ON A SAFETY FACTOR OF 1.4)

Component Critical Load Critical StressAllowableValue

Marginof

Safety

Flex cable

Ballscrew

Spline shaft

Cable drum

Cable

Mainmountingbracket

Braking torque220 in-lb

Axial compression9,702 Ib

Torque1,545 in-lb

Torque1,545 in-lb

Torque29,590 in-lb

Bending moment12,892 in-lb

Combined bending12,892 in-lb,and torque22,665 in-lb

Tension1,790 Ib

Gear box torquereaction

28,888 in-lb

Ballscrew thrustmoment

Negligible

Shear stress13,276 psi


Bending stress92,224 psi


Proof torque 0.591350 in-lb

Buckling load15,394 Ib 0.587

Shear stress large52,000 psi

Shear stress52,000 psi large

Shear stress123,000 psi 0.162

Bending stress205,000 psi 1.223

Shear stress123,000 psi 0.319

Tension3700 Ib 1.07

Bending stress Bending stress27,182 psi 90,000 psi 2.30

Bending stress Bending stress49,480 psi 90,000 psi 0.819

41-6204Page 5-7

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41-6204Page 5-42

Mechanical Components

QARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATIONTCMPC. ARIZONA

SECTION 6

MECHANICAL COMPONENTS

6.1 GEARS

Figure 6-1 schematically illustrates the transfer of power fromthe flexshaft to the parallel cable drums through the worm gear set,spur gear train, and internal differential reduction gear system.

The internal differential consists of a compound sun gear, sixcomponent planet gears, a fixed ring, and a rotating ring which iscoupled by means of a spline to the respective cable drums. Thegear ratio for the system is 37.5:1. Planetary gearing was selectedbecause of the inherent advantages it offers in overall envelope andgear tooth load reduction.

The spur gears of the SLEEC actuation system have been designedto AGMA standards. Gear pitch diameters, diametral pitches, andfacewidths have been selected to provide a balanced design for geartooth strength.

The material selected for all spur gears is AMS6265 (AISI 9310vacuum melt) steel. The gears will be case-carburized to RockwellC60 minimum hardness, with a mimimum core hardness of RockwellC33. All gears will be ground to AGMA quality grade 10+. Groundsurfaces will have a 32 RMS finish.

6.1.1 Spur Gear Tooth Stresses

Gear stresses were calculated in accordance with the AGMA Stan-dard 218.01 for pitting resistance and bending strength and AGMAStandard 226.01 for geometric factors. In addition, gear tooth facewidths and diametral pitches were chosen so that the derating fac-tors for bending and compressive stress are greater than one. Thefollowing paragraphs present the stress and derating factor equa-tions.

41-6204Page 6-1

GABRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARfltTT CORPORATIONTEMPC. ARIZONA

VOBHGEAH

1800 rpmQ2PUT

BALLSCBEV GUIDE180

4.7 rpmOUTPUT

CABLE DRUM

FIGURE 6-1

GEAR SCHEMATIC (BALLSCREW AND CABLE DRUM)SLEEC ACTUATION SYSTEM

41-6204Page 6-2

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION Or THE OAHRETT CORPORATIONTEMPE. ARIZONA

6.1.2 Coropressive Stress

Compressive stress was calculated from the formula:1,

where

"tco

Cv

F

d

Cscm

Wt Co CmCfdF

= maximum compressive stress, psi

= elastic coefficient (2290 for steel at roomtemperature)

= tangential tooth load, Ib

= overload factor (1.0 for uniform loading)

» dynamic factor (1.0 for gears ground to highaccuracy)

= minimum face width, in

= pinion pitch diameter, in

= size factor (1.0 for hardened and ground gears)

= load distribution factor (1.0 for rigidly-mounted,accurately ground gears)

Cj = surface condition factor (1.0 for high-qualityground surface finish)

I = geometric factor (calculated by digital computerfrom the formulas in Appendix A of the AGMA Stan-dard 218.01)

The derating factor for tooth wear was calculated from the formula;i

S,DF, GANG

where:

DFC = compressive stress derating factor

41-6204Page 6-3

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE GARRETT CORPORATIONTEMPC. ARIZONA

= allowable compressive stress at the number of toothcontact cycles required, psi

SG = calculated compressive stress, psi

6.1.3 Bending Stress

Bending stress was calculated from the formula:/ W K \ / P \ / K K \

•t • (-M-) (-V) (-V-)where:

Sfc = calculated tensile stress at the root of thetooth, psi

Wt = tangential tooth load, Ib

Ko = overload factor (1.0 for uniform loading)

Kv = dynamic factor (1.0 for gears ground to highaccuracy)

P<3 = diametral pitch at the large end of the gear tooth

F = minimum face width, in

Ks = size factor (1.0 for hardened and ground gears)

Km = load distribution factor (1.0 for rigidly-mounted,accurately ground gears)

J = geometric factor (calculated by digital computerfrom the formulas in Appendix B of AGMA Standard218.01)

The derating factor for tooth strength was calculated from theformula:

«„ _ SBANC KiB St

where:

DFB = bending stress derating factor

SBANC = allowable tensile bending stress at the number oftooth contact cycles required

K£ = load reversal factor (0.75 for gears subjected torevese bending, otherwise use K^ = 1.0)

41-6204Page 6-4

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OP THE QARRCTT CORPORATIONTEMPI. ARIZONA

Sfc = calculated root tensile stress, psi

Table 6-1 is a summary of the SLEEC gear design.

6.2 BEARINGS

The proposed SLEEC actuation system utilizes rolling-elementbearings on the ballscrew shafts, cable drums, and geartrains.Bearing locations are shown in Figures 6-2 and 6-3.

The ballscrew and cable drum shafts incorporate needle rollerbearings utilizing the high load-carrying capacity of a rollerbearing tot; the limited space available.

The spur gears are supported by radial ball bearings that pro-vide a rigid and well-aligned mounting for the gears.

The bearing selection summary is presented in Table 6-2.

41-6204Page 6-5

OAmraTTJGARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE BARRETT CORPORATIONTEMPC. ARIZONA

TABLE 6-1

GEAR DESIGNSLEEC ACTUATION SYSTEM

Design Point

No.

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

NOTES

No. Operating

of Diametral Pressure FaceTeeth Pitch Angle Width Speed Torque

deg in rpm 1n-1bs

2 10 14.5 .833 1800 102

20 " " " 180 771

90 32 25 .45 " 1514

48 ' .50 338 402

4 7 • • . . .

• - • • • • •

90 " " .45 176 771

48 ' .50 338 402

47 • N • • •

24 • 17 ' .70 176 386

• • • • • •

18 • • .75 172 1446

60 • • .70 4.7 28913

18 19 • .75 172 1349

66 " " .70 0 29678

18 17 " .75 172 48

: (1) Spur gear design based on 991(2) Unit load for worm gear set

(3) All spur gears are manufactured from vacuum melt(4) Design Lige-One Deployment (20 sec)

41-6204

Page 6-6

Tooth Bending CompresslveLoad, Stress Stres

1b ps1 ps1

813 9889(2)

• (2)

537 92774 192437

90949

547 91747 211921

90594 195477

94266

537 90949 192437

547 90594 195477

88 5730 73982

• « N

2660 131885 255372

102902

2837 141210 296742

135689

88 5348 73982

9310 (AMS-6265) and cerburlzed

CalculatedLife

hrs

90.3

180

136

4.29

109

180

4.29

>1000

it

2.02

39.3

1.06

2.34

>1000

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION Or THE GARB6TT CORPORATIONTEMPS. ARIZONA

VORtt BALLNUT

FIGURE 6-2

BEARING SCHEMATIC FOR THE SLEECACTUATION SYSTEM BALLSCREWS

41-6204Page 6-7

GAHRETT PNEUMATIC SYSTEMS DIVISION4 DIVISION OF THg GARRETT CORPORATIONTJMPt. ARIZONA

of POOR QUALITY

37.? : 1 GEABBOX

(5)— wi

BALLSCBEV GUIDE

1X1

©

FIGURE 6-3

BEARING SCHEMATIC FOR THE SLEECACTAUTION SYSTEM CABLE DRUM

41-6204Page 6-8

'" V •

No.

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

NOTES

GARRETT PNEUMATIC SYSTE

OMOENI* AHIJONA

Position Size

Ballscrew

Ballscrew

Ballscrew

Ball (crew

9a 11 screw

Sail screw

Ballscrew

Ballscrew

Geartet

Gearset

104

104

Cable Orun

Cable Oru»

Cable Orim

Cable Orun

Cable Orua

Cable Orun

Cable Drum

Cable Orun

Cable Orun

Cable Orum

Gearset

Gearstt

Searset

Starlit

Gtarset

Gearset

Gearset

Gearset

Gearset

Gtarset

(1) Life

104

104

104

104

104

104

104

104

104

104

Type

Needle

Needle

Needle

Needle

Needle

Needle

Needle

Needle

Ball

Ball

Needle

Needle

Ntedlt

Needle

Needle

Needle

Needle

Needle

Needle

Needle

Ball

Ball

Ball

Ball

Ball

Ball

Ball

Ball

Ball

Sail

calculation based

Material

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

52100

on vendor

MS DIVISIONTABLE 6-2

BEARING SUMMARY SLEEC ACTUATION SYSTEM

PartNo. Bore-0.0. -Width Separator

(n

1.0-1.562-0.0781

0.75-1.0-0.500

1.0-1.25-0.50

1.502-2.97-0.25

2.25-2.625-0.75

2.5-3.25-0.0781

2.5-3.25-0.0781

2.25-2.625-0.75

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

2.5-3.25-0.0781

1.625-2.25-0.75

1.375-2.062-0.0781

1.3125-1.625-0.625

1.3125-1.625-0.625

1.3125-1.625-0.625

1.3125-1.625-0.625

1.3125-1.625-0.625

1.3125-1.625-0.625

0.50-0.937-0.0781

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

0.7874-1.6535-0.4724

empirical formula.

41-6204Page 6-9

2-P1ec«

None

None

2 -Piece

None

2-P1eee

2-P1ece

None

2-P1ece

2-P1eee

2-P1ect

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2-P1ect

None

None

None

None

None

Nont

2-P1ece

2-P1eee

2-P1ece

2-P1eee

2-P1tet

2-P1ece

2-P1ect

2-P1ece

2-P1eee

2-P1ece

2-P1ece

StaticCapacity

1b

4360

2630

3410

26100

12000

13100

13100

12000

1000

1000

13100

10100

8890

5590

5590

5590

5590

5590

5590

1520

1000

1000

1000

1000

1000

1000

1000

1000

1000

1000

OF POOR

DynamicCapacity

Ib

2410

2700

3170

15900

3860

4650

4650

8860

1620

1620

4650

7990

3820

4900

4900

4900

4900

4900

4900

1230

1620

1620

1620

1620

1620

1620

1620

1620

1620

1620

K tvai •£"•&

QUAUTY

Speed Bj Life

rpffl

180

180

180

180

180

180

180

180

176

176

4.7

4.7

4.7

4.7

4.7

4.7

4.7

4.7

4.7

4.7

338

338

338

338

338

3363

338

338

338

338

hrs

8400111

8400 (1)

1890(1)

96(1)

357(1)

8400(11

8400(l)

3400(1)

7808

7308

19M(D

861(1)

1995(I)

21(l)

31(1)

50(1)

84(1)

157(1)

2310(l)

3400(1)

4089

4089

4089

4089

4S31

4S81

4089

4089

4581

1581

GARRETT PNEUMATIC SYSTEMS DIVISION* DIVISION OF THE OARRETT CORPORATIONTEMPS. ARIZONA

6.2.1 Materials

Type 52100 high-chrome bearing steel is used for the needleroller and the radial ball bearing rings and balls.

6.2.2 Bearing Design

Bearing design and life calculations are based on the standardsestablished by the Antifriction Bearing Manufacturers Associationfor ball and roller bearings except for the bearing size and stresscalculations. Except where noted, these calculations are based onthe high-speed ball and roller bearing program developed by A. B.Jones, Jr., and modified by Garrett to incorporate the method forlife calculations described in AGMA Paper 229.19, "A Stress-LifeReliability Rating System for Gear and Rolling Element Bearing Com-pressive Stress, and Gear Root Bending Stress."

The Stress-Life-Reliability system includes the following para-meters:

Material Quality - Dependent on the type of processingsuch as air melt, vacuum remelt, and multiple vacuum melt.

Material Hardness - The maximum hardness and the hardnesstolerance range are used to determine the reference stressand the statistical distribution attributable to hardnessvariations.

Size - The size effect of a part is related to the distri-bution of weaknesses, flaws, or defects in the part. Thelarger the bearing, the greater the possibility of poten-tially weak areas or defects.

Accuracy - Accuracy variability is divided into two parts.The first covers the range of tolerances which are coveredin the AFBMA class number. This includes concentricity,runout, bore, and outside diameter. The second covers theitems not included in AFBMA Standard Control, such as thecurvature tolerance in ball bearings and the crown con-figuration in roller bearings.

The four parameters listed above are used to generate a com-bined Wiebull exponent for the reliability variation with the maxi-mum compressive stress.

The lubricant film thickness is used as a multiplying factor onthe stress for a given number of stress cycles as a function of thespecific film thickness (which is the ratio of EHD film thickness tosurface roughness).

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GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE OARRETT CORPORATIONTCMP8. ARIZONA

These parameters combine to generate the value of stress for aparticular reliability at a life of 10^ stressings. The system ofAGMA 229.29 gives the shape of the curve of stress as a function ofnumber of cycles, shaped to the experimental data for cyclesapproaching limits of one and infinity. This differs from the AFBMAmethod used in previous computer programs where the emprically-derived C, or specifice dynamic capacity if used as a referencepoint for a million revolutions, and an exponential relationshipextrapolated to both high and low stresses. The AFBMA method yieldsunrealistic values outside a limited range.

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Reliability

GARRETT PNEUMATIC SYSTEMS DIVISIONA DIVISION OF THE GARRETT CORPORATIONTEMPE. ARIZONA

SECTION 7

RELIABILITY

7.1 RELIABILITY SUMMARY

Preliminary reliability and safety reviews of this actuationsystem show it to have a high reliability and safety potential. Thekey to good system reliability lies in a sound, well-conceiveddesign. The GPSD SLEEC deployment drive design is such a design.

The proposed concept features components which are common inthe aerospace industry for driving deployments and control surfaces.These components include ballscrew drives, flexible shaft drives,electric motors, brakes, and aircraft control cables. All the itemshave very high demonstrated reliability from vast experience levels.These components have proven reliability and have been successfulover the years.

The analyses have been reviewed, and each part studied has ahigh margin of safety and all stresses are within aerospace industryaccepted allowables. The system design has features which are veryfavorable to obtaining high reliability. The use of cable wrapsavoids stress concentration points, minimizes shingle deflections,and converts the internal rocket exhaust pressure to usable torquefor driving the deployment. The system is within a calculatedtorque of 200 in-lbf of being balanced during the predicted 13-second deployment. The initial torques from the cable drums are inopposite rotations so that these torques cancel one another withinthe mounting blocks.

7.2 RELIABILITY PLAN

GPSD maintains a separate engineering organization in whichreliability, maintainability and safety (RMS) are integrated. ThisRMS engineering group has been designated to be an advisory group tothe individual engineering projects. The group is able to offer anunbiased evaluation of these closely-related diciplines. The exper-tise and direction exists for the performance of those specifictasks required to provide assurance from product design through ser-vice life. Input will continue throughout the design and develop-ment phases of the SLEEC program to quantify RMS predictions andconsiderations. The following are the minimum tasks required in thereliability program plan:

o Reliability predictions

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o Failure mode, effects, and criticality analysis(PMECA)

o Failure reporting and corrective action (FRACA) sys-tem.

7.3 FUNCTIONAL COMPONENTS

The following paragraphs summarize the reliability comments bythe functional components of the motor, brake, flexshaft drive,gearbox, ballscrew, cable drum, and aircraft cables.

7.3.1 Motor

The drive power requirements are very small as the designrequires power only for ground checking and to assure initiation ofdeployment at launch. The generic failure rate for fractionalhorsepower motors in aerospace applications is 4.28 x 10~° failuresper hour.

7.3.2 Speed Control Brake and Stow Lock

Garrett has extensive brake experience, especially on thrustreversers of which over 7,800 have been produced. Field reliabilityis 30.2 x 10~ failures per hour.

7.3.3 Flexible Drive Shafts

The use of flexible drive shafts to connect the individualdriving motors, brakes, and gearboxes to form a hoop is a design ofproven reliability. The basic design is used on the thrust reverserdrives for the GE CF-6 engine for the McDonnell Douglas DC-10 andthe Airbus A300. This application has a failure rate of 5.94 x 10"per hour based on field service. The reliability will be superioron the proposed SLEEC concept based on the short duration single-cycle mission. The continuous loop design makes the drive systemredundant as one shaft could be completely severed and never compro-mise function.

7.3.4 Gearbox Drive

The gearbox drive system is specially designed to meet therequirements of the SLEEC actuation system. A review of the partanalysis of the worm gear set, spur gear train, and internal planetgear reduction differential drive shows a conservatively designedsystem. The conservative design equates with high reliability. Therun times and resulting cycles are several magnitudes lower thanthose generally found in Garrett's design history where servicelives are typically in the thousands of hours. The lowest predictedgear life is one hour compared to a mission life of 13 seconds.

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The bearings all have a calculated Bl life in excess of 95hours in the gearbox drive system. All bearing parameters are wellwithin the recommended operating envelope.

7.3.5 Ballscrew

Over 30,000 ballscrews have been designed and produced by TheGarrett Corporation as components of engine thrust reverser drives.This represents around 95% of the combined commercial and militarymarkets. The typical failure rate is 0.96 x 10~6 on the DC-10, A300and the Boeing 747. The predicted reliability of the ballscrewwould be even better on the SLEEC application. The anticipated cur-vature of the splined shaft resulting in internal rubbing willincrease friction but will not affect deployment completion.

7.3.6 Cable Drum x

The high stress level of the cable payoff drums is compensatedfor with the selection of a high-strength material such as AISI S7tool-grade steel. The use of this material results in a minimummargin of safety of 0.162 for torque. The highest stressed bearingis the first (fore) bearing on the cable drums because the highestpressures are at the beginning of the cone extension. Each tier ofcables must pass through the highest pressure zone, but the foremosttier remains in it.

The additive torque of each cable also makes the fore end ofthe drum subject to the maximum torque stress. The system isdesigned such that part of the torque could be taken at the otherend.

7.3.7 Aircraft Cable

The use of aircraft cable with swaged-end hardware is a proven,reliable technology. The dominant location of failure is theattachment of the end hardware which will be minimized by followingMIL-T-6117C. The ball end between the sleeve and drum has a maximumforce of less than 100 pounds because the friction from the cablewraps still remains after full deployment.

The swaged threaded stud receives the full maximum cable ten-sion of 1790 pounds. However, this load is well within the strengthof the cable and fitting with a safety factor of 1.07. The inherentcharacteristics of the cable makes a very reliable component. Theload is spread over many cables which can stretch to distribute theload to other cables in the unlikely occurence of a loose or frac-tured cable.

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7.4 PREDICTED RELIABILITY

The SLEEC system is predicted to have a reliability or prob-ability of success of 0.9999994. This is based on the conservativefailure rates from the reliability analysis of the concept and atthe run time of 30 seconds. Failure rates and reliability of eachfunctional component are tabulated below. The system reliability isthe product of the component reliabilities.

The conversions from failure rate to reliability are based onthe following an equation for an exponential distribution:

R--i- *where

R =

e =\ =t =

reliability

natural logarithm base

failure rate

time

Component Failure RatePredicted

Reliability

Electric motor

Latch brake

Flex drive'

Gearbox drive

Ballscrew

Cable drum

Aircraft cable

Total

x 10~*> Hours

4.28

30.26

5.94

4.50

0.94

25.21

nil

71.13

0.99999996

0.99999975

0.99999995

0.99999996

0.99999999

0.99999979

0.99999941

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