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Launch Stabilisation System for Vertical Launch of a Missile

Article in Defence Science Journal · July 2005

DOI: 10.14429/dsj.55.1984

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Annals ofthe Indian National Academy of Engineering
Vol. XI, Apri12014

Development Of A Ship Borne High Precision Rf Tracking

System
K. Sreekumar1

Abstract : For a certain target dynamics, development using high precision gimbals with
acceleration and velocity requirements of a ship geared drives for Roll and Pitch axis and direct
borne tracking system are quite different from a drives for Azimuth and Elevation axis. The
ground based system, especially in terms of primary challenge is to meet the tracking accuracy
azimuth dynamics at higher elevation angles, due of ±0.1 o under different target and sea dynamic
to the disturbances from the Ship's roll and pitch conditions. Also, the system should be compact,
movements. This paper focuses on the transportable and fast enough to acquire the target
development of a ship borne stabilized RF quickly. The RF signal received by the antenna is
system for tracking aerial targets with maximum fed to the digital receiver for further processing.
2
dynamics of 30°/s velocity and 30°/s Application of Digital processing technology for
acceleration, maintaining the tracking accuracy of servo system and tracking receiver gives an edge
±0.1 °, Major challenges were in the design of the over the analog processing techniques as well as
high stiffness structures, low backlash drive trains improves the system reliability and performance.
and development of optimized control loops to In practical scenario, the continuous rolling and
achieve desired response & accuracy, keeping pitching of the ship causes the RF beam of the
stability margins within the limits. This paper antenna system to deviate from its desired
provides a complete visualization of the direction oftracking the target in the space. So the
development cycle at various stages e.g., antenna system requires continuous
requirement analysis, system modeling, compensation against the irregular motions of the
simulation results and system realization. ship, to keep the beam constantly on the target.
Thus, the requirement of stabilizing the antenna
Keywords : Ship borne Tracking, Stabilization, system comes into picture while designing a
4-axis Pedestal tracking system for ship borne applications. This
problem can be addressed by isolating the ship
1. INTRODUCTION roll & pitch movements from the actual tracking
movement. This type of stabilization can be
A high precision ship borne tracking system is in achieved through 4-axis configuration (Refer the
development phase for tracking aerial targets 4-axis antenna configuration shown in Fig. 1).
using an antenna with very narrow beamwidth. This is a combination of roll-pitch stabilization
The system is intended to operate in extreme sea platform and an independent, 2-axis azimuth-
conditions of 20° amplitude in roll and 10° elevation antenna pedestal system. The platform
amplitude in pitch with a time period of less than will be independently stabilized against rolling
10 sec. This system is presently under and pitching of ship deck plane within a certain
amount of accuracy. The residual error will be

' Vice President, Larsen & Toubro Limited, Mumbai - 400072.

108

further compensated by the [Link] antenna

system. This configuration minimizes the
disturbance loads on tracking system by isolating
the ship motion. + Terget
.
t ~II'
i!
i;-
1
r DeckPiane
' I -

Horlzonllll
ii r Piane
- P{ ll
...J...
...r ____
~ __.~/;_,}-
....z:-____
·~::~ ·~>~ t P ~ _./ J
:._______
.....___ - ~R . -~·

~.;_____ a --~
a'

Figure 2: Unit Sphere showing various

Stabilization Angles
2. REQUIREMENT ANALYSIS
Although the two-axis and [Link] antenna mounts
Requirement is to track a target in space from the can be universally directed, it is difficult to get full
ship deck with target angular velocities up to coverage of the sky from a moving base such as
30 °Is and angular accelerations up to 30 °/s2 with the deck of a ship. The reason is the high
an accuracy of±O.l o· acceleration requirement of the Azimuth axis with
higher elevation angles. This requires a very high
Geometrical representation of the problem is torque motor where the sizing and availability
shown in Fig-2. Equations for corrected azimuth becomes impractical. Whereas, the
angle a' and corrected elevation angle j}' in which conceptualized [Link] antenna system has a roll-
a. is target azimuth, j} is target elevation, R is roll pitch stabilized platform resulting in maintaining
and P is pitch [ 1] is found to be the system Azimuth axis vertical and hence,
t [= tan_,, sinacosR +( cooa-sinP + tan /f'cosP}[Link]) keeping the azimuth accelerations requirements
l GOS:'Q'·COS P - ian f}~mP to a lower value.
(1)
1
P'=sin- [ ( cospcosasinP+sinpcosP)cosR-
cosftsinasinR] (2) - o' Atu:l~rJtii:ul t•h'llJ
- a' ~.,<Jp•1•.1. !ll

Application of above corrections results in high

rates ( dJi' I, dt , ct/3',! dt ) and excessive
accelerations ( d 'a' 1 dt • , ii ~ j3 1di 1 ) (see Fig. 3),
especially in the azimuth angle a' ifthe sum ofthe
true target elevation angle j} and the maximum
inclination of the deck exceeds approximately
70°. It is therefore difficult for an ordinary two-
axis mount to maintain accurate beam control
over a considerable region surrounding the zenith. Figure 3a: Az 0°, El80°, Roll 20° 8 sec, Pitch 0°
 109

li"XJ'
---< ~Jx f:l' vefnclty ('}!.)
It can be observed from the plots shown in Fig. 3,
/
1!0' - :Ma -·a• Arnllual lorr (•fs:•~) and as per Eq.l, the Azimuth axis experiences
considerably higher velocities and accelerations
with the increase in roll amplitude at higher
elevation angles. So the stabilized platform
2(1 considerably reduces the amplitude and isolates
.o
the ship disturbances, which in turn will reduce
0 ·') lO 15 l.O the accelerations (particularly due to ship
[Link] Amj:lllttltle {ile,g)
disturbances) experienced byAzimuth axis.
Figure 3b: Roll Amp VsAzmAcc Requirement
Plot 3. SYSTEMMODELING

System modeling was carried out to study the

steady-state analysis, transient analysis and
compensator design.

- - a·Acrel~[Link] :1 ·/~"Z:l. Fig. 4 shows the block diagram representation of

- P.' ~IIl011l') the simulation model. The parameter generation
\20 •
block will generate the necessary load parameters
like stiffness, inertia and disturbances on load
against wind etc., from Finite Element simulation
models of the structure constructed based on the
Figure 3c: Az 0°, El80°, Roll 0°, Pitch 10° 6 sec system requirements. Reference generation block
is required to generate the input references for
driving the Roll, Pitch, Azimuth and Elevation
u
-Mo!x_Jl."Vo:louly 1"/s.)
axis loops. With the inputs from Parameter
1(1' - Malt. !l' A..:ire!cr~l lol t l~/s~2l Generation block, a non-linear simulation model
8 can be built for the load. Along with motor
parameters, a complete simulation model can be
built and a Compensator can be designed
accordingly to meet the system requirements .
.o
0 2 6 8 ..l9
Pit_th AmpllliJ4J1 (qeg)

Figure 3d: Pitch Amp. vs Ele Ace. requirement

Plot

Figure 3: The corrected azimuth and elevation

angular velocities and accelerations for a fu:ed
point target as against variable Ship roll and
pitch

The acceleration requirements shown in Fig. 3 are

Figure 4: Modeling flow
for tracking a static target under the disturbance of
ship roll and pitch. For a dynamic target, the 3.1. Structural Frequencies and Modes
acceleration and velocity requirements are over
and above the accelerations and velocities The accuracy of the system warrants
projected in Fig. 3.
110

incorporation of the structural dynamics of the 3.2. Simulation Model

mechanical system into the control system
modeling of the system. Finite element technique To study the steady-state and transient
was used to fmd the significant structural modes performance of the System, a mathematical
of the system to ensure that there is no resonance model was developed and simulations were
observed in the control regime of the system. The performed considering Ship disturbances and
complete system was simulated incorporating target dynamics.
stiffness of bearings & gearboxes to ensure the
precise prediction ofthe structural response ofthe Fig. 6 shows the block diagram implementation of
system. Primarily, the system has shown the the simulation model.
following four significant modes as given in
Table. I.

Table 1 : Mode description

Mode Frequency (Hz) Description
1 4.01 Mode affecting Roll axis
2 4.52 Mode affecting Pitch axis
Figure 6: Controller block diagram
Mode affecting Elevation
3 14.1
axis
Mode affecting Elevation & The differential equation of the above block
4 14.6 diagram can be derived as follows. The block
Azimuth axis
diagram ofthe drive is shown in Fig. 7, where the
The results were used to calculate the effective motor is coupled to the load with a gearbox.
stiffness to be considered for the control system
simulation to predict the exact response of the
system and estimation of servo error.

Figure 7: Modeling of motor and load

Sa) Mode 1 (4.01 Hz) Sb) Mode 2 ( 4.S2 Hz)
The equations for the motor-drive configuration
areshowninFig. 7.

The state space equations for the above

configuration are
.. -GR2 · 0 . CR · K.
lh - ' m /)L + .. ' t I rr (3)
- ./ ~ + GR - . .)"' ./ L T G-Il ~ . ./1/1

Sc) Mode 3 (14.1 Hz) Sd) Mode 4 (14.6 Hz)

Figure 5: Structural modes shapes - FEM The Eq.3 and Eq.4 can be represented in state
analysis
 111

space representation as applied to the azimuth load position is given

-Gfi2 . Dm below:

l
GR·K,I
iJ ~ {8 ) - 12911679 .13
V,;(.s) - '(.s +II.97.)(x+ 7(>.65.)(s 2 + O,S'j 1·+ 3,2.0 Y UJ 6 )

Elevation Plant Model

The transfer function from the input voltage

The azimuth parameters considered for the applied to the elevation load position is given
simulation were K, = 80 Nm/Arms, Kb = 72.6 below:
V/rad/sec, Ra = 6.2 n, La= 79 mH, J, = 2.1 Kgm. ,
2
i!e~ \ s) M35(;l44 .]3
6
stiffnessK=6.64*10 Nm/radand~=970Kgm.
2
v,l (.n .\'(s + t.g8)ls + 44.53 }( .~~-~' ().67 ~ + 1.2QY n/' J
The elevation parameters considered for the
simulation were K, = 50.7 Nm/Arms, Kb = 41.4 Roll Plant Model
V/rad/sec, Ra = 1.45 n, L" = 30.8 mH, J,. = 3.95
The transfer function from the input voltage
Kgm2, stiffness K = 4.67* 106 Nm/rad and~= 799 applied to the platform roll position is gtven
Kgm2
below:
The roll parameters considered for the simulation Or \ s') 17981 Q'9
were GR = 599, K, = 2.84 Nm/Arms, Kb = 1.75 Vq tsl vv 2 + ~,86 ,v, 141$& )Cvf T-:'8.,5.4,s t 1168Q )
V/rad/sec, Ra = 0.47 Q, La= 7.7 mH, J,. = 0.012
2
Kgm stiffness K= 8*106 Nm/rad and~= 7352 Pitch Plant Model
Kgm2.
The transfer function from the input voltage
The pitch parameters considered for the applied to the platform pitch position is given
simulation were GR = 4 75, K, = 4.29 NrnlArms, Kb below:
= 2.478 V/rad/sec, R" = 0.5 Q, L" = 30 mH, J,. = Bp(~ ) 424'6 .J9
2
0.0126 Kgm stiffnessK= 8*106 Nm/radandJL = Va(s ) = s(rz +3 .32J +673 2)(;~2. +1,6 45 J ~7449)
7547Kgm2 •
3.4. Compensated Plant Response
3.3. Plant Model
The block diagram for the control system model is
Azimuth Plant Model shown in Fig. 8. Compensator design for current,
velocity and position loop is carried out using
The transfer function from the input voltage 'Pole Placement' method based on the tracking
requirements.

F ig1u·c ~: Jlloc.l). diagram·of C [Link].t·ol System Model

112

3.4.1. CompensatedAzimuth Plant Response 3.4.2. Compensated Elevation Plant

Response
For the Azimuth plant, from the compliance
parameters (stiffness and Gear box parameters) For the Elevation plant, from the compliance
and the Inertia parameters, the significant Pole parameters (stiffness and Gear box parameters)
appears to be at 1780 rad/sec with significant Zero and the Inertia parameters, the significant Pole
at 82.7 rad/sec. Appropriate Compensators were appears to be at 1090 rad/sec with significant Zero
designed for current, velocity and position loops at 76.4 rad/sec. Appropriate Compensators were
and the position open loop Bode response plot is designed for current, velocity and position loops
shown in Fig. 9 and the position open loop Bode response plot is
showninFig.10.
Open loop Frequency Response of Position Loop, Azimuth Open loop Frequency Response of Position loop, Roll System

100 100
i- l 'I
ai" 0
I
I
iii' 0
JI
& r--.. :s - .)1
.g -100
i""'
:a
Q)

-100
~
=E -~
!l ~
::il -200 ::il -200

-300 -300
180 180

! 00 I" ' ... i 90

l
~
CD

c..
0

-00
:s
~
Q)

c..
0

-90
+
-
...... r-.
I I II II I ......

Frequency (rad/sec) Frequency (rad/sec)

Figure 9: Azimuth, Position Open loop Bode plot Figure 11: Roll, Position Open loop Bode plot

Open loop Frequency Response of Position loop, El818tion Open Loop Frequency Response of Position Loop, Pitch System

-
100 100

ai" 0 iii'
:s
0
- II
&
CD
"0
~ ... -8 ....
-100 -100
~
·c: ...... .a
·c:
!l -200 !i -200
r-...
::::!!! ::::!!!

-300 -300
180 180

I
i&
90
I"'.., i 90

CD
:a
.t:
c..
0

-90
:s
Q)

:l!
.t:
c..
0

-90
t
-
...... ~
-180 I -180 I II II Ill ..... Ill
2
10° 10 10 10,2
Frequency (radlsec) Frequency (rad/sec)

Figure 10: Elevation, Position Open loop Bode plot Figure 12: Pitch, Position Open loop Bode plot
 113

3.4.3. Compensated Roll Plant Response 3.5.1. Cross CoupUngDisturbances

For the Roll plant, from the compliance From the 4-Axis ,....----....,
parameters (stiffness and Gear box parameters) Configuration, the Azimuth
and the Inertia parameters, the significant Pole axis is perpendicular to the Roll
appears to be at 38.93 rad/sec with significant axis i.e. the disturbance torque
Zero at 32.98 rad/sec. Appropriate Compensators on Roll axis from azimuth
were designed for current, velocity and position movement doesn't exist. But R II
loops and the position open loop Bode response since elevation axis is parallel 1--.:..:.::r:!!---'
plot is shown in Fig. 11. to the Roll and Pitch axis,
governing equations for
3.4.4. Compensated Pitch Plant Response disturbance torque would be:
duil.'[Link] 11 - f!.!eJt,ki'IPp:Jo rq x sfr1~azm.-!ngle )>< co"«_ pachAI¢e) (-~)
For the Pitch plant, from the compliance
[Link]'i telL= eMlVJofOpTo rq x cM(azrtiAug/t! )
parameters (stiffness and Gear box parameters) [Link] rq·<{sin(rolkJnog/e) (6)
and the Inertia parameters, the significant Pole
a. On Roll Axis: when Az = 0°, the elevation
appears to be at 41.64 rad/sec with significant
movement has no effect on Roll axis and when
Zero at 32.55 rad/sec. Appropriate Compensators
Az = 90°, the entire elevation motor torque
were designed for current, velocity and position will be reflected as a disturbance on Roll axis.
loops and the position open loop Bode response Along with this, the component ofpitch angle
plot is shown in Fig. 12. also affects the torque acting on Roll axis. So
the disturbance torque can be defined as
The stability margins and bandwidth of each axis
distTorqRoll (fromEq.5).
were tabulated below in Tab. 2.
b. On Pitch axis: when Az = 90°, the elevation
Table 2: Stability Margin and Bandwidth
movement has no effect on Pitch axis and
Gain Margin Phase Bandwidth when Az = 0°, the entire elevation motor
(dB) Margin (deJ) (Hz)
torque will be reflected as a disturbance on
Azimuth 11.1 71.3 3.45
Pitch axis. And since the Pitch axis is below
Elevation 10.7 71.8 3.5
the Roll axis, the component ofazimuth motor
Roll 28 72.7 0.49
torque will also be reflected depending on the
Pitch 25.8 74.3 0.49
roll angle in the equation. So the disturbance
3.5. DISTURBANCES CONSIDERED FOR torque can be defined as distTorqPitch (from
Eq.6).
SIMULATIONS

From the system function point of view, the

3.5.2. Wind Disturbance
tracking system is mounted on the stabilization Wind disturbance on Azimuth and Elevation axis
platform. So there is a need for considering the is a function ofwind torque acting on the antenna
major coupling disturbances acting on Roll and structure with respect to azimuth and elevation
Pitch axis from azimuth and elevation movements angles. These wind torques were derived from
along with disturbances like wind and ship CFD analysis ofantenna structure considering the
accelerations. ship velocity and wind speed data (80 KMPH
114

Operational Wind Speed). Fig. 13 shows the Torque acting em R!.>.Jl (I~) and P itch: (TR) axis due
magnitude of disturbance torques acting on td Slllp ac~rel.:Jt'dtio~ a:i'e
azimuth and elevation axis as a function of T, =M, xR. ~(A-' J 41 x sirHJ . )
(8).
azimuth and elevation angles. TP -Mit xR,_ x·(.4x + ."lz x smar,.)

Azimuth and EIIMIIion Load Position Angles Where,.

Mr Mass of roll ,ass(Jmbl y.
Afp Mas-s. of pitcll [Link]
Rr CG distance of w lJ assembly
5 10 15 20 25 Rp t G di'Stance pf pitch asseUf,hly
"Time (sec)

I
i~I j:fif"~j
0 5 10
"Time (sec)
15 20 25
4. INTEGRATED SYSTEM
PERFORMANCE

Simulations were carried out for the complete

system incorporating the nonlinearities and
Wind Disturbance Torque on Elew!lon Axis
disturbances such as effects of ship roll and pitch,

1] I BL I I
0 5 10
"Time (sec)
15 20 25
ship accelerations, wind disturbances and the
coupling disturbances between axes. The
simulation results are shown in figure's below.

Azimuth Position Reference

f~1---+--1i~
+
Figure 13: Wind Disturbances Magnitude

3.5.3. Disturbance due to Ship Accelerations I lr------+------11----+-------ilI

< 0 5 10 15 20 25 30 35 40
Following are the ship inertial accelerations as per lime (sec)
Elevation Position Reference
DOD-STD-1399/30 lA
Ax ; g,ilila ~ + '[Link]+X .iF+ z.(j

r:==
l I;==k
t 1=1:=:
1I
•• • t" •• • '.,Q .••
A:v = g :Slll a,+ 0.5 ..-X .B+ l: ·1' +Z.¢ (7)
.tlz = g±(.he~•e+X.B+ '[Link]) 0 5 10 15 20 25 30 35 40
llme (sec)
(In the factorAz, the plus sign relates to downward

f:~f(tfl
force, and the minus sign relates to upward force.)

Where.
(J - Ship in>:iantaneous pitoh angl~,
i5 -20o 5 10 15 20 25 30 35 40
¢J = Sl1ip it1s~anianeous rolJ angle. lime (sec)
~ = Error in pitch stabilization (Angle 'Of /\zin:mth
Figure 14: Trajectory (Az/El), Roll & Pitch
axis with vertical in XZ plaue) Inputs
~ = Ei1·or il;1 ;roll stabi,lizati.0n (AI;lg1e of Azip1u1h
a~is w'ith vdr:lldtl in YZ plane) Considerations: Azimuth Trajectory data,
X Y & L, is t he Location of system. in meters ft:om Elevation Trajectory data, Roll 20° Amplitude 8
the CG of SbiR. second Time period and Pitch I 0° Amplitude 6
second Time period.
 llS

l1oii-E-
1 5. SUMMARY

In order to have freedom from very high azimuth

{\ acceleration requirements du.e to ron and pitch
I ~ Q J1\ I '\ I \ and where 1he tracking accuracy requirement is
! J \ ~ 1\/ \ /
'v slringent, a tracking pedestal on stabilized
[Link] seems to be tho best c:onfiguration over
1
tho other configurations. [Link] analysis
' o I tO 1f 20 2S 30 W <10 was carried otrt iD. tams oftorque, bandwidth and
,_(_)
acancy requirements. High Totque BLDC
Figure 15: BoU System. (Potlfton Error) [Link]:d drive motors were used for tracking
pedestal (Azimuth and [Link] axis) in Oldllrto
--loftE.., meet 1hc bandwidth and accuracy n:qoirc:mcnts
and to avoid 1he backlash. BLDC motor wilb.
reduction gear is used for 111ab:ilization platform
(RDll and Pitch axis) [Link] the rcquimnc:nts are
considerably 1088 wmpar:ed to the tracking
pcde$tal n:qoirc:[Link]. Several analyses and
optimization techniques have been evolved
during simulation phase and development work
·t o'=----!:-6--:':to,--...Jt6':--:ll0:':--21i::':-----::130:---:!lili':--:',., which helped to meet a s1ringent requirement iD.
'Bfto(eoo) bolh 1l'llmimt and steady state. The developed
Figure 16: Pltdl Sywtem (Podtioft Error) s)'ll1em can meet ship borne tmc!cing n:qoirc:[Link]
for applicatiou like radar, telemetry, etc.
Az!I'TIU1h Plllltt:kn EI'IOI"
G.f Developed teclmologiea can be extended for
0.4 realizmg a ship borne [Link] tracking
0.3
syxtmn.
0.2

I o.! ~
Fig. 19 show 1he variO'IIS hardware units which
! .a.t
42
[Link]:derdevelopmentphase.
.0.3
.0.4
4
~ i w ~ 20 2li 30 ~ <10
1\-~>

Flgare 17: Azfmalb System (PCHddon Eri'Or)

o.s
0.4
o.s
0.1!
1 0.1 1\ 1\ Figure19: HipTorqaeDirectDriftmotora
J -4.1
0
v IV " v
~.2
43
6. ACKNOWLEDGEMENT
~.4
46
o i to 16 20 2li so 5 <10
I wish to acknowledge 1he guidance and support
'nne(IK) provided by DRDO and ISRO for the design and
developm.c:nt ofthis sys1em.
FJgare 11: Elentlon Systan (Poddoll Error)
 116

Also would like to acknowledge the efforts put up 3. Benjamin C. Kuo, (Third Edition)
by my entire team working on this development Automatic Control Systems, Prentice-Hall,
project. Inc.
4. Paul C. Krause, Oleg Wasynczuk: and Scott
7. REFERENCES D. Sudhoff, (Second Edition) Analysis of
Electric Machinery and Drive Systems,
1. W.M. Cady, M.B. Karelitz and Louis A. IEEE Press Power Engineering Series.
Turner, (1948) Radar Scanners and
Radomes, McGraw-Hill Book Company 5. I.J. N agrath, M. Gopal, (2007) Control
Inc. Systems Engineering, New Age
International Publishers.
2. Charles L. Phillips, H. Troy Nagle, (Third
Edition) Digital Control System Analysis 6. Robert D. Cook, David S. Malkus, Michael
and Design. E. Plesha and Robert J. Witt, (Fourth
Edition) Concepts and Applications of
Finite Element Analysis, Wiley-India
Edition

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