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NASA-CR-193136
MOOG;
.,3S/
STUDY OF HYDRAULIC ACTUATION SYSTEM
FOR
SPACE SHUTTLE MAIN ENGINEPROPELLANT VALVES
(NASA-CR-I93136) STUOY OF
MYDRAULIC ACTUATION SYSTEM FOR
SPACE SHUTTLE MAIN ENGINE
PROPELLANT VALVES Final Report,
i3ec. i992 - 3i May i993 (Moog)
71 pG]/3T
N93-27II2
Uric|as
0167881
June 1,1993
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https://ntrs.nasa.gov/search.jsp?R=19930017923 2020-03-28T07:01:56+00:00Z
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TABLE OF CONTENTS
Section Title
Introduction
Page
3
2.0 Background 3
3.0 Objective 3
4.0 Analysis Summary
5.0 Test Results 6
6.0 Recommendations 12
Appendix A Test Data 13
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SPACE SHUTTLE MAIN ENGINE PROPELLANT VALVE ACTUATOR
ASSEMBLY STUDY REPORT
1.0- INTRODUCTION
This report was prepared to document the analysis and tests conducted in response
to Attachment J-1 of Contract NAS8-39711 issued by Marshall Space Flight Center,
NASA. The report was a requirement of Attachment J°2 of the contract.
2.0 BACKGROUND
The Space Shuttle Main Engine Propellant VaNe Actuator assemblies have been the
source of recurring problems since their inception. The troublesome areas have
been studied and design and process improvements have been made to eliminate
the problems. However there have been recent performance concerns with the
operation of a bypass valve which is located within the actuator assembly. These
concerns led to a request for an independent assessment and study of the Propellant
Valve Actuator assemblies.
Moog Inc. responded to this request with a proposal and received a contract to study
the system.
3.0 OBJECTIVE
The main objectives of the study were to recommend changes to improve the system
reliability and decrease maintenance costs while preserving the present interfacing
with other Shuttle hardware and software. The system performance requirements
were to remain as presently specified.
4.0 ANALYSIS SUMMARY
The Propellant Valve Actuation System was studied and the requirements were
reviewed to obtain a good understanding of the functions and operation of the
system.
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The system employs technologies that were current in the late 1960's and early
1970'swhen the design was first conceived. The design is basically sound but could
be changed to take advantage of modern improvements that are presently available
for hydraulic systems.
Contamination
The servovalve pilot stage orifices are extremely small and therefore subject to
plugging from small contaminants. The small orifices are required to comply with
the low allowable leakage requirements. Two stage valves are also used as switches
in the failure detection and correction part of the actuation system, probably for
commonality with the two servovalves. Solenoid valves with essentially zero leakage
could be used for this function. This would allow a redistribution of the tare leakage
loses and permit larger servovalve orifices to be used. Single inlet servovalves such as
deflector jet or jet pipe types would offer the advantages of minimizing hard-over
failures and reduced contamination sensitivity.
The actuator housing contains several blind or dead ended passageways which are
very difficult to clean. A design without stagnant fluid in blind passages would be
preferred. The sleeves or bushings that house the spools for the servovalves, bypass
valve and switching valve use elastomeric seals to separate fluid from adjoining
areas. Laminar metallic sealing lands could be used to isolate fluids of different
pressures and eliminate many elastomeric seals. This technique would eliminate
temperature sensitive materials and reduce another source of contamination.
Contaminants are often introduced when hydraulic lines and fittings are installed or
changed. The present system has a filter located upstream of the interfaces between
the hydraulic lines and actuators with no provision for filtering particles that might
be generated as the lines are installed. This situation could be alleviated by
installing filters within the actuators and adding a flushing/bypass valve to each
actuator. The lines could then be flushed after installation without the danger of
adding contaminants to the sensitive actuator components.
Bypass Valve
A majority of the study effort was focused on the bypass valve section of the
actuator assemblies. Detailed finite element models of the sleeve and spool had
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been created by engineers from Marshall Space Flight Center and by the actuator
supplier. The conclusions reached from the modeling and analysis indicated the
possibility of interference between the sleeve and spool. Moog engineers verified
that the clearance between certain sections of the sleeve/spool assembly could
indeed decrease significantly during switching transients. We believe that this
decrease in the inside diameter of the sleeve could be one of the contributors to a
tendency for the spool and sleeve to bind as the spool moves with respect to the
sleeve or bushing.
Since the bypass valve is inactive during normal operation, a collection of very fine
contaminants will be deposited on the spool lands where low levels of leakage flow
exists. This action is commonly referred to as silting. Silting occurs even in very clean
systems with low micron filtering. When spool motion is commanded, these fine
particles can wedge between the two parts that have motion relative to one
another. The very small or non-existent clearance between the parts, coupled with
the wedging action of the contaminants which drives the parts eccentric to one
another, can cause severe galling. This results in an inoperative valve. Because the
spool and sleeve are manufactured from the same material, which they should be to
allow for thermal considerations, the parts are very susceptible to galling problems.
Also any minute manufacturing defects can amplify the tendency of the parts to gall,
upset surface metal and quickly seize.
Larger drive areas which increase the force available to drive the spool, are effective
for chip shearing capability, but have little value once the metal is upset by the
rubbing action between the two parts.
Increasing the clearance between the spool and sleeve is not recommended for two
reasons. Primarily, in this type of application, increased diametrical clearance can
allow larger particles to wedge between the parts resulting in an even greater
susceptibility for seizure. The other disadvantage to larger clearance is the creation
of a greater leakage path between sections of the spool that are now isolated by the
laminar clearance and limit the fluid flow. The increased leakage could affect the
functionality of the assembly and certainly would create an additional fluid power
drain.
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Based on the information given above, the main thrust of the study was
concentrated toward solving the suspected design problem. The objectives were
twofold. First, to eliminate the clamp down action of the sleeve that occurs during
switching between operational modes. The second objective was to maintain
inte-rchangeability between any modified parts and those being replaced. The
proposed solution is shown in Figure 1. The design of the sleeve and spool assembly
could be simplified if the interchangeability criterion was not used.
The proposed design permits the use of all of the ancillary piece parts that are
contained in the present assembly including springs, seats, spacers, pivots, seals and
end caps. The new approach does, however, eliminate the differential pressure
across the sleeve that is believed to be a major source of the present problem.
An additional change was incorporated to alleviate the concern over the complexity
of the filtered timing orifice. This orifice is used to control the actuator rate when
the bypass valve moves to the actuator bypass position and to control the valve
closing sequence and timing. The low allowable rate precipitated the use of a small
orifice between one actuator cylinder cavity and the return fluid port. This small
orifice is subject to plugging and is therefore protected by a filter which is built into
the bypass valve assembly.
The suggested solution takes advantage of a reduced diameter on a section of the
spool. Flow through the curtain area formed by this reduced section of the spool
and a hole that exits to the return port, creates the necessary pressure drop to
control the actuator rate in the bypass mode. This design creates a self cleansing
action that eliminates the need for the orifice filter. This feature is shown in Figure
o
5.0 TEST RESULTS
The early analyses and suggestions are presented to Marshall Space Flight Center
personnel at a program status review meeting. This meeting was held
approximately one month after the study was initiated. It was agreed at the
meeting that a sleeve and spool assembly which represented the proposed solution
should be designed, fabricated and tested as part of the study program. Three sets
of proof of concept hardware were built and tested at Moog and shipped to the
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FIGURE 1
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I\
FIGURE 2
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FIGURE 3
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V I ,._.) L. LJl I/I\ I ,._.) LUll
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FIGURE 4
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servoactuator production vendor. The ancillary centerline parts used to
demonstrate functionality were supplied by the production vendor from production
stock.
All testing was conducted at fluid temperature between 70 and 100 deg. F. using
MIL-H-83282 as the test fluid.
The assemblies were tested in the test block shown in Drawing BT00353. Initially,
cross port leakage and basic functionality were checked. Plots were generated from
flow versus switching pressure to demonstrate switching pressure levels and spool
threshold or friction. Bypass flow and required pressure to move the spool to the
bypass position were recorded to demonstrate the effectiveness of the revised
orifice configuration. The assemblies were operated with control pressures from 500
psi to 3000 psi to demonstrate consistency over sleeve pressure extremes. The units
were cycled after sitting pressurized for extended periods of time in an attempt to
introduce problems caused by silting at the spool lands. Test results are included
with this report as Appendix A.
The assemblies operated as expected throughout the test sequence. No anomalous
behavior was observed. The tests were conducted to demonstrate functionality
which was the main goal. We recommend further testing at the servoactuator level.
Tests at temperature extremes and under vibration loads are recommended as
additional proof of concept.
S/N 001 TEST SUMMARY
Operate to Lockup
Lockup to Operate
Friction
Lockup to Bypass
Bypass flow thru orifice
Leakage in locked mode at 3000 psid
ClPto ClV
ClPto Return
ClPto C2P
C2P to C2V
C2P to Return
C2P to C 1P
approximately 1050 psid
approximately 1050 psid
less than 4 pounds
250 to 300 psid
0.5 cis at 500 psid
2.7 cc/min
2 drops/min
11 drops/rain
7 drops/rain
4cc/min
12 drops/min
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6.0 RECOMMENDATIONS
It is probably not sensible to embark on a complete redesign of the servoactuators.
The design is mature and well understood and the manufacturing processes are well
past development. Any start up problems have been eliminated and early
performance difficulties have been addressed. There are no problems known to
exist with the exception of the bypass spool jamming. However, if the scope of the
Space Shuttle Program were to drastically increase, some of the basic design features
could be improved. Three areas that are candidates for change are:
1. The filtration scheme that was discussed in the analysis section.
2. The use of more contamination tolerant servovalve designs.
3. Use of solenoid type valves for failure correction switches.
All of these changes would require modifications to the actuator interfaces and
requirements which is probably not practical at this time.
We do recommend changing the Bypass Valve to a design that is less subject to
interference between the spool and sleeve. We also recommend a change to the
method presently used to protect the timing orifice from contaminants. The design
used to "prove the concept" operated well during laboratory testing and should be
considered as a replacement for the existing design. The interchangeability features
should make this effort relatively painless. A substantial amount of testing should
be done on the complete servoactuator assembly before the change is incorporated.
Environmental testing at extremes of temperature and vibration are recommended
asa minimum.
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APPENDIX A
TEST DATA
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PART 53---FORMS 53.301.298
° ,-.
1,.
_
, i ,
REPORT DOCUMENTATION PAGE o,,,,sNo.,_'o,,-o,a8
_am4_mm_.t_q m_m tot met ¢_;_-l-.o_of w_uoe) .b e_umattQ ZO,h_W;We _ _ g_'re,momm, m(Su_e,q t/xt ner_ for _ m, tul/¢_*_ _,eo_:_m/txmveq _ _
Ow_ _m..me. _qe 1204, AawWfo_. VA 222_I'4M2. _ _ me Office De M_ _ =_d_r_ _ _m_mm/yore2 (Q7044 !IMIL wm_._xFon. 0C 20_1$.
I. AGENCY USE ONLY (Leave _anJ¢) 12. REPORT DI4TE ' 13. AEPORTTYPE ANOOATESCOVEREO6/]./9._ Final Dec.. 92 - 31 May 93TITU[ AN0 SUBTITU[ S. FUNDING NUMBERS
Study of Hydraulic Actuation System for C-NAS 8-39711
Spac e Shuttle N.aLn Engine Propellant Valves
6, AUTHOR(S)
Bob Ewel, Editor and Omupiler
7. eeeeOmiHG ORGA._._ON NAME(S) ANO AOOeESS_[Sj'
Moog Inc.
Missile Systems Division
Jamison Road, Plant 20; East Aurora, NY 14052
_.M_ONSOmNG/MONITOR_NGAGENCYNAME(S}ANO AOORES_ES) .....
National Aeronautics & Space Administration
11. SUPIIq.I[MENTARYNOTES
8. PERFORMING ORGANIZATION
R[F_RT NUMBER
_0.'S_ONSOmNG/_ONI÷O_UN_ ....AGENCY REPORT NUMBER
12a. DISTRIBUTION/AVAILABILITY STATEMENT
1_. ABSTRACT (Maximum 200 wo,',_)
12b,
OISTRIBUI_ON CODE
Recent performance concerns involving the Space Shuttle Main Engine
Propellant Valve Actuator assemblies prompted the NASAMarshall Space
Flight Center to request an independent design assessment. M_Dg Inc.
responded to this request and received a study contract with objectives
of increasing valve reliability, decreasing maintenance costs while
preserving the existing design interfaces. The results of the
Propellant Valve Actuation System review focus on contamination control
and the Bypass Valve design. Three proof of concept Bypass Valves
employing design changes were built and successfully tested. Test
results are presented.
14. SUBJECT TERMS
Contamination Control_Bypass Valve
t7. SECU""""NTY(3.ASSiFI4C.ATIONT1E,SECURITYCLASSIFICATION lg. SECURITYCLASSIFICATIONOP REPORT I OF THIS PAGE ] Oe ABSTRACT
Unclassified Unclassified Unclassified
1_. NUMBER OP PAGES
70
O. UMITATION OF ABSTRACT
Standard Form 298 (Rev. 2-89)
_ AN_ fktd. _J_ll
_91ktQ2
53.