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PII: S0094-5765(16)30526-4
DOI: http://dx.doi.org/10.1016/j.actaastro.2016.06.002
Reference: AA5848
To appear in: Acta Astronautica
Received date: 7 February 2015
Revised date: 22 May 2016
Accepted date: 1 June 2016
Cite this article as: Zhaohui Wang, Yinghong Jia, Lei Jin and Jiajia Duan, Thrust
Vector Control of Upper Stage with a Gimbaled Thruster during Orbit Transfer,
Acta Astronautica, http://dx.doi.org/10.1016/j.actaastro.2016.06.002
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Thrust Vector Control of Upper Stage with a Gimbaled Thruster
during Orbit Transfer
Abstract: In launching Multi-Satellite with One-Vehicle, the main thruster provided by the
upper stage is mounted on a two-axis gimbal. During orbit transfer, the thrust vector of this
gimbaled thruster (GT) should theoretically pass through the mass center of the upper stage and
align with the command direction to provide orbit transfer impetus. However, it is hard to be
implemented from the viewpoint of the engineering mission. The deviations of the thrust vector
from the command direction would result in large velocity errors. Moreover, the deviations of
the thrust vector from the upper stage mass center would produce large disturbance torques. This
paper discusses the thrust vector control (TVC) of the upper stage during its orbit transfer. Firstly,
the accurate nonlinear coupled kinematic and dynamic equations of the upper stage body, the
two-axis gimbal and the GT are derived by taking the upper stage as a multi-body system. Then,
a thrust vector control system consisting of the special attitude control of the upper stage and the
gimbal rotation of the gimbaled thruster is proposed. The special attitude control defined by the
desired attitude that draws the thrust vector to align with the command direction when the gimbal
control makes the thrust vector passes through the upper stage mass center. Finally, the validity
*Corresponding author.
Email address: jia_yingh@163.com
1
I. Introduction
THRUST vector control has been considered as a crucial area of research in the launch
systems, because of the extremely advantageous ability to control the thrust vector of any
[1-5]
propulsion system. For the launch systems , the direction of thrust vector of the propulsion
system should align with the command direction. The TVC of the launch systems can be
obtained by gimbaling the engine via servo actuation system. The deviations of the thrust vector
in the launch systems lead to large velocity and positioning errors, along with extra requirements
of orbit control. For the upper stage, it should transfer to the other orbit when it completes the
deploy mission in one orbit. During orbit transfer, the thrust vector should theoretically align
with the command direction and pass through the mass center of upper stage. The thrust vector
misalignments of the upper stage also produce disturbance torques and make the upper stage
rotate. Furthermore, it results in long orbit transfer time and extra requirements of attitude/orbit
control.
TVC has become a significant technology for the launch systems to control their trajectories
and accomplish high maneuverability. The requirements for the TVC of space shuttles were
presented in Penchuk’s work [1]. The TVC for space shuttles obtained by Omni-axis vectoring
of nozzle was studied in reference [2]. The controller can maintain the vehicle trajectory and the
direction of the thrust vector by independently controlling the gimbal angles of the engine. The
actuators for the rocket engines were investigated in references [3-5]. Taking fuel slosh dynamics
into consideration, Jaime [6] researched on the TVC for the rocket engine. However, three more
independent torques were needed in the control system. The TVC for a liquid-bipropellant upper
stage spacecraft was presented by Wie [7]. The controller can keep the pointing of the thrust
2
vector and the stability of the spacecraft. In researches [8, 9], the TVC for a solar-sail spacecraft
was proposed. The sail angle with respect to the sunlight was utilized to produce a net torque for
the attitude control and thrust vectoring. For the satellite systems [10, 11], the TVC was used to
correct the misalignments produced by the thruster firing and the shift of the mass center for a
satellite due to fuel consumption, solar panels deployment, onboard experiments, etc. For the
upper stage, the selection of a TVC system actuation technology and subsystem technology was
discussed in Garrison’s research [12]. Most achievements above were concentrated on Linear
Actuators with small engine deflection defined in Suchitra’s study [13], where Linear Actuators
are most powered by pneumatic or hydraulic actuators, and Rotary Actuators are motor powered
by electromechanical actuators. The Linear actuators were used for small engine deflection ( 4 ),
whereas for higher gimballing of the engine; preference goes to Rotary Actuators. In this paper,
Disturbance torques produced by the thrust vector misalignments, eight reaction control
subsystem (RCS) thrusters, together with the main thruster, are utilized in the TVC in order to
eliminate the effects of the thrust vector misalignments. The thruster configuration presented in
this paper was defined as the optimal one in Hwang’s investigation [14]. The steering law for the
first utilized in the attitude controller by Bong W. [15] and has a first order filter compensates the
Schmitt trigger output in the feedback path. The advantage of the PWPFM is the static
parameters that are independent with respect to the parameters of the spacecraft. The accurate
nonlinear model of the upper stage is derived by taking the upper stage as a multi-body system
which consists of the upper stage body, the gimbaled thruster actuator and the gimbaled thruster.
The superiority of this context is the thrust vector control algorithm which completes by the
3
special attitude control of the upper stage and the gimbal rotation of the gimbaled thruster. To
achieve this goal, the algorithm that determines the desired attitude for the special attitude
control and the gimbal control method that based on the special attitude control is proposed. Due
to the property of the rotary actuator, the rotation motion of the gimbal and the GT is strongly
coupled with the attitude motion of the upper stage body. The control scheme takes the nonlinear
coupling effect into consideration because the controller based on the linearization model is
inappropriate in this situation. The remainder of this paper is outlined as follows. First, the
comprehensive mathematical formulations are proposed considering the coupling of the orbit and
attitude motion, the upper stage’s motion and GT’s rotation. Next, the desired attitude of the
upper stage is obtained using the newly derived algorithms to guarantee the direction of the GT’s
thrust vector aligning with the command direction. In the same way, the desired gimbal angles of
the GT are got to make sure the GT’s thrust vector passing through the mass center of the upper
stage. Then, a TVC system including the upper stage’s attitude control and the GT’s gimbal
control is designed, ensuring the thrust vector of the GT not only passes through the mass center
of the upper stage, but also aligns with the command direction. Finally, the numerical
The system discussed in this paper consists of an upper stage body, a two-axis gimbal and a
GT. The kinematic and dynamic equations of the system are derived in this section. The
4
RCS Thruster
RCS Thruster
Upper Stage
yb
Gimbaled Thruster Upper Stage
xb Fm
ob Gimbaled Thruster
RCS Thruster
RCS Thruster RCS Thruster
R
Z
RCS Thruster RCS Thruster
Y
X
A. Coordinate frames
To clearly represent the dynamics of the system, the coordinate frames are defined as follows.
An Earth centered inertial frame is denoted by f I , with its origin located at the center of the
Earth, the z I axis pointing towards the celestial North Pole, the xI axis pointing towards the
vernal equinox and the y I axis completes the right-handed reference frame. The orbit reference
frame ( f o ), has its origin located at the mass center of the upper stage, with the zo axis pointing
towards the Earth center, the xo axis pointing towards the direction of tangential velocity and the
yo axis completes the right-handed reference frame. The principal body-fixed coordinate frame
of the upper stage is denoted by f b with its origin located at the mass center of the upper stage.
Attitude orientation of the body fixed frame f b with respect to frame f o is represented by ( ZXY )
set of Euler angles: (pitch) about z axis, (roll) about x axis and (yaw) about y axis. The
body-fixed reference frame of the gimbal is denoted by f k , and the gimbal angle of f k with
respect to f b is represented by Euler angle: (roll) about x axis. The body-fixed reference
5
frame of the GT is denoted by f m , and the gimbal angle of frame f m with respect to frame f k is
represented by Euler angle: (yaw) about y axis. The coordinate frames are shown in Fig. 2.
zo
zb
Upper Stage yk ym z
m zk
yb
yb
xb
xk Fm
ob yo
fb f k / f m ok om
xm
Gimbaled Thruster
R
xo
Z
fo xb
fI O Y
fb
X
The thrust vector of the GT is denoted by Fm , which is demonstrated in Fig. 2 and defined as
where Ii , J i , K i are unit vectors along the axes of frame f i ( i o, b, k , m ), is the elevation
angle, the azimuth angle, and Fm the constant thrust level of the GT.
Jo
Fm
Oo
Io
Ko
6
To calculate the thrusts and torques provided by the GT, two consecutive gimbal rotations are
utilized. First, the two-axis gimbal rotates with respect to the upper stage body about the xk axis,
is the gimbal angle. Second, the GT rotates with respect to the two-axis gimbal about the
rm rmx Ib rmy Jb rmz Kb is the vector presenting the placement from the upper stage’s mass
center to the action point of the GT. Then, the torques provided by GT is
Tm rm Fm (3)
In this paper, we assume that all thrusters can provide constant thrusts. The torque provided
where Tx , and Tx represents the positive and negative torque along xb axis respectively, Fg the
constant thrust level of the RCS thrusters, and rg the moment arm.
C. Kinematic Equations
Based on the definition of the attitude orientation for the upper stage, the kinematic equation
gives
where σ is the attitude of the upper stage, A the transformation matrix from
T
T
ωr to σ , ωr rx ry rz the angular velocity of the upper stage body with respect to
7
T
frame f o , ω x y z the angular velocity of the upper stage body with respect to
The rotating equation for the gimbal with respect to the upper stage body is
ωk Γ k (6)
where ωk is the angular velocity of the gimbal with respect to the upper stage body expressed in
ωm Γ m (7)
where ωm is the angular velocity of the GT with respect to the gimbal expressed in frame f m .
D. Dynamic Equations
The dynamic equations including both translational and rotational motion of the system are
derived based on Kane equation [16]. The general formula of Kane equation is defined as
Fi G Fi A 0 (8)
where Fi G , Fi A are the generalized inertia force and generalized active force of the system with
First, the dynamic equation for the translational motion of the upper stage is
where
Fb,n mωvb ωSb*ω Abk Ωk Sk* Ωk Abm Ωm Sm Ωm Abk Skt Akb ωAbk Ωk Abm Sm Amk Ωk Akm Ωm
8
where m mb mk mm , mb , mk , mm are the masses of the upper stage, the two-axis gimbal and
the GT respectively, vb is the velocity of the upper stage defined in frame f b , Sbt the static
moment of the system expressed in frame f b , S kt the static moment of the gimbal and the GT
expressed in frame f k , S k the static moment of the gimbal expressed in frame f k , S m the static
moment of the GT expressed in frame f m , Sb the static moment of the upper stage’s augment
expressed in frame f b , S k the static moment of the gimbal’s augment expressed in frame f k ,
Ωk the angular velocity of the gimbal, Ωm the angular velocity of the GT, Fb the thrust and Fw
The dynamic equation for the rotational motion of the upper stage is
where
Tb,n Sbt ωvb I ω Abk Ib k Ωk Abm Ib m Ωm Abk Ikb Akb ωAbk Ωk Abm Imb Amk Ωk Akm Ωm
where I bt is the inertia matrix of the system expressed in frame f b , I kb the coupling inertia
matrix of the gimbal, I mb the coupling inertia matrix of the GT, I the quasi inertia matrix of the
system, I b k the quasi inertia matrix of the gimbal, I b m the quasi inertia matrix of the GT and Tb
The dynamic equation of the gimbal rotates with respect to the upper stage body is
Γ kT SktT Akbvb ( I kb )T Akb ω I kt Γ k Akm I mk Γ m Tk ,n Tk (11)
where
Tk ,n Skt Akb ωvb SktT Akb ωrb,k ω Akm Ik m Ωm Ikt Akb ωAbk Ωk I k Ωk Akm Imk Amk Ωk Akm Ωm
9
where I m denote the inertia matrix of the GT, I mk the coupling inertia matrix of the GT, I Ωk the
quasi inertia matrix of the gimbal, I Ωk m the quasi inertia matrix of the GT, and Tk the rotational
Γ mT SmT Amb vb ( I mb )T Amb ω ( I mk )T Amk Γ k I m Γ m Tm,n Tm (12)
where
Tm,n Sm Amb ωvb SmT Amb ωrmω Ωm Im Ωm ( Imk )T Amb ωAbk Ωk Im Amk Ωk Akm Ωm
Obviously,Eq. (9) is coupled with Eqs. (10), (11) , and (12). For TVC, Eqs. (10), (11) and
(12) are independent. Substituting Eqs. (5) and (9) into Eqs. (10), (11) and (12), the independent
At x T Tn (13)
T T
where x σ T , T TbT Tk Tm . The elements of the matrix At and the nonlinear
thrust Tn are given as
1 T 1 1 T 1 T
I bt Sbt Sbt A Abk I k Sbt Abk Skt Γ k Abm I m Sbt Abm Sm Γ m
b b
m m m
1 1 1 1
At Γ kT ( I kb )T Akb SktT Akb Sbt A Γ kT I kt SktT Skt Γ k Γ kT Akm I mk SktT Akm Sm Γ m
m m m
T b T 1 T 1 1 1
Γ m ( I m ) Amb Sm Amb Sbt A Γ mT ( I mk )T Amk SmT Amk Skt Γ k Γ mT I m SmT Sm Γ m
m m m
10
1
I bt SbtT Sbt
Tb,n SbtT m
T 1 T T T b T 1
m T T m
Tn Γ k Tk ,n Γ k Skt Akb Fb Fw Fb ,n Γ k ( I k ) Akb Skt Akb Sbt A A A
1 T 1
σ Abo ωo
Γ mTm,n
Γ m Sm Amb
T
T b T 1 T
Γ m ( I m ) Amb Sm Amb Sbt
m
This section discusses the TVC system including the attitude control of the upper stage and
the gimbal rotation control of the GT. First, the desired gimbal angles d , d , which ensure the
thrust vector of the GT passes through the mass center of the upper stage, are given. Then, the
desired attitude of the upper stage denoted by σ d is calculated; guaranteeing the direction of the
thrust vector of the GT denoted by , aligns with its command direction d , d . The
methods and analysis tools of variable structure control (VSC) are utilized in this paper due to
A. Desired States
Assume that the thrust vector of the GT passes through the mass center of the upper stage so
The thrust vector of the GT also can be defined by two Euler angles , which indicate the
rotation of GT with respect to frame f o . The first rotation is about the yaw ( zo ) axis, and the
rotate angle. The second rotation is about the intermediate pitch axis ( y ' ), and the rotate angle.
11
cos cos cos sin sin
Amo sin cos 0 (15)
sin cos sin sin cos
The rotation angles , can be calculated by the azimuth angle and the elevation angle
, as
where
cos sin sin sin cos
Amb 0 cos sin
(19)
sin cos sin cos cos
cos cos sin sin sin cos sin sin sin cos sin cos
Abo cos sin cos cos sin
(20)
sin cos cos sin sin sin sin cos sin cos cos cos
First, the command direction d , d of the thrust vector for the GT is determined by the
guidance system. Then, the desired rotation angles d ,d , the desired transformation matrix
d
Amo , the desired gimbal angles d , d , and the desired transformation matrix Amb
d
can be
calculated by Eqs. (17), (15), (14) and (19), respectively. Finally, the desired transformation
12
Thus, the desired attitude σ d can be obtained from Eqs. (20) and (21).
For a TVC system, the attitude control signals are the current desired gimbal angles cd , cd
providing the attitude control torque about yb axis and zb axis, and the on-off thrust of the RCS
thrusters providing the attitude control torque about xb axis. The GT’s gimbal rotation control
The methods and analysis tools of VSC are utilized in this paper due to their robustness to
nonlinear model errors. If the desired system states are defined as xd σd cd cd , a
T
S e k1e (22)
55
where e x xd is the error of system states, k1 is the weighing matrix for e .
S KS ε sgn S (24)
where K 55
, ε 55
, and sgn is the sign function defined as
1 if x 0
sgn x 0 if x 0
1 if x 0
T Tn At xd Kk1 x xd ε sgn x xd k1 x xd K k1 x xd (25)
13
To determine the current desired gimbal angles of the GT cd , cd , substituting Eq. (25)
where T 2 , T 3 represent the second and third element of control torque (Eq. (25)),
respectively. The current desired gimbal angles cd , cd can be figured out by Eq. (26).
Because of the coupling, the GT would also produce torques about xb axis, which should be
counteracted by the RCS thrusters. Then, the torques that the RCS thrusters should provide is
Tbx T 1 rmz Fm sin cd sin cd rmy Fm sin cd cos cd (27)
The control torque about xb provided by the RCS thrusters is defined by Eq. (4). The steering
In order to verify the stability of the controller, set the Lyapunov Function as V S T S / 2 .
Substituting Eqs. (25) and (24) into the differentiation of the Lyapunov Function, yield
V S T S S T K T S sgn S T εT S K j S 2j j S j 0
5 5
(28)
j 1 j 1
5 5
Since V S T S / 2 0 , and V K j S 2j j S j 0 , V 0 exists only when S 0 .
j 1 j 1
From the LaSalle invariance principle, we conclude that the controller designed previously is
global asymptotic stable. The paper, in order to avoid of chattering at the sliding surface
boundary, utilizes the saturation function to instead of the sign function in the controller, which
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IV. Numerical simulations
In this section, the control strategy of the TVC for upper stage with a gimbaled thruster
A. Simulation Parameters
placement vector of the mass center for the GT expressed in frame f m . The inertia matrix of
the upper stage orbit is 1120km ; The initial attitude of the GT is 5
T
5 ; The
T
0 0
T
T
/s .
k1 diag 1.5 1.5 1.5 2 2 , K diag 0.25 0.25 0.25 0.25 0.25
15
As a part of the thrust vector control, the simulation results of the special attitude control are
shown as follows. The attitude of the upper stage and its error in the desired attitude is shown in
Fig. 4, which illustrates that the upper stage’s attitude σ converges towards the desired attitude
σ d . It is shown that the attitude control of upper stage during orbit transfer is available. Fig. 5a)
implies the time history of the elevation angle and the azimuth angle of the thrust vector, and
Fig. 5b) verifies the angles converge towards the command angles determined by the guidance
system. The other part of thrust vector control is the gimbal control of the GT. The time histories
of the GT’s attitude and gimbal angles demonstrated in Fig. 6 indicate that the gimbal rotation of
the GT converges towards a stabilized state. Fig.4~Fig.6 reveals the thrust vector control of
upper stage is complete by the special attitude control of upper stage and the gimbal control of
the GT. Fig. 7 demonstrates the time histories of the attitude control torques acting on the upper
stage, showing that the torques about zb and yb axis are converge. For the torque about xb
provided by the RCS thrusters, the roll attitude approaches the corresponding limit loops, whose
radius is a near-zero constant. Fig. 8 shows the time histories of the gimbal rotation control
torques provided by electrical motors and indicates that the control torques are converge.
Fig.6~Fig.8 depicts the GT’s thrust vector passing through the mass center of the upper stage is
satisfied by the gimbal control of the GT. In addition to the definition of the special attitude
control process of the upper stage, the thrust vector of GT aligning with the command direction
is accomplished displays in Fig.5 when the special attitude control is achieved shown in Fig.4.
In summary, Fig. 4 to Fig.8 indicate that controlling the attitude of the upper stage and the
gimbal rotation of the GT, the thrust vector of the GT not only converges towards the command
direction determined by the guidance system, but also passes through the upper stage mass center,
16
60 10
2
0
0
-20 -2
0 10 20 30 40 50 0 10 20 30 40 50
t/s t/s
a) b)
80
5
60
40 0
20
-5
0
-20 -10
0 10 20 30 40 50 0 10 20 30 40 50
t/s t/s
a) b)
Fig. 5 Angles (a) and angles error (b) of GT’s thrust vector
8 20
Gimbal angles of GT/()
6 0
Attitude of GT/()
4
-20
2
-40
0
-2 -60
0 10 20 30 40 50 0 20 40 60
t/s t/s
a) b)
17
Fig. 6 Attitude (a) and gimbal angles (b) of GT
0 0
-1
-100
-2
-200 -3
0 10 20 30 40 50 0 10 20 30 40 50
t/s t/s
Fig. 7 Attitude control torques Fig. 8 Gimbal control torques
V. Conclusion
The disturbance torques, which is produced by the thrust vector misalignments and used to
control the attitude of the upper stage, is designed positively by controlling the gimbal angle. The
convergence of the attitude controller ensures the controller itself to eliminate the effects of the
thrust vector misalignments, and the desired attitude of the upper stage is designed to keep the
thrust vector direction of the GT same with the command’s after the stabilization of the
controller. The RCS thrusters in roll direction were employed to provide the control torque about
the roll axis. The gimbal rotations of the two-axis gimbal and the GT were controlled by the
electrical motor. A thrust vector control procedure including the upper stage attitude control and
the GT’s gimbal control was proposed. The control strategy guarantees that the thrust vector of
the GT not only aligns with the command direction but also passes through the upper stage’s
mass center. That is to say, the thrust vector of the upper stage accomplishes the goal to provide
the orbit transfer impetus effectively and do not produce disturbance torques. Numerical
simulations verified the effectiveness of the proposed control algorithm. The TVC of upper stage
presented in this paper will decrease the disturbance torques which act on the upper stage,
18
increase the accuracy of orbit transfer and decrease the consumption of fuel in the practical
launch mission.
The problem discussed in this paper was realized in recent launch missions. Our method and
results in this paper can be utilized in the TVC of the upper stage during orbit transfer in the
mission of One-vehicle with Multi-satellite in the future. This paper only concentrates on the
TVC of the upper stage. Detailed relations between the TVC and the orbit transfer control are of
Acknowledgments
Institute of Aerospace Control Technology and National Natural Science Foundation (NO.
11272027).
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Highlights:
3) A control system consisting of the special attitude control and gimbal rotation.
4) The desired attitude computing method and the gimbal steering law.
21