msc-07464 10/2/72 apollo - nasa · dwg 5.4 brake cable layout and hand controller basic 10/2/72...
TRANSCRIPT
*
APOLLO
LUNAR ROVING VEHICLE SYSTEMS HANDBOOK
LRV-3
PREFACE
MSC-07464 10/2/72
This document prepared by the Flight Control Division, Manned Spacecraft Center, Houston, Texas, with technical assistance by LTV/Kentron Hawaii, Ltd., is being printed with Section 8 to be supplied in a document change package at a later date. Since the Section 9 LM Interface Drawings are taken from Section 13 of the LM Systems Handbook, these drawings will be subject to updating and reprinting as PCN's anytime before the flight as required to reflect the latest changes in the LM Systems Handbook. Information contained within this document represents the lunar roving vehicle systems as of October 2, 1972.
This document is intended for specialized use by the LRV flight controllers in real-time and near-real-time operations. This document, in conjunction with the Boeing Company's LRV Operations Handbook, LS006-003-2H, will provide the LRV flight controllers with a thorough knowledge of the LRV.
Comments regarding this handbook should be directed to the Lunar Surface Experiments Section of the Lunar/Earth Experiments Branch, Flight Control Oivision. Document Changes providing new basic information or page change updates will be issued as required prior to the flight date.
This document is not to be reproduced without the written approval of the Chief, Flight Control Division, Manned Spacecraft Center, Houston, Texas.
Approved by:
Branch
F. Kranz Flight Control Division
i i
LRV-3 BASIC
__...--� * APOLLO
LUNAR ROVING VEHICLE SYSTEMS HANDBOOK
APOLLO 17
LRV-3
OCTOBER 2, 1972
TABLE OF CONTENTS AND ITEM EFFECTIVITY
ITEM TITLE REV/PCN ooc SIGNOFF/ PAGE REMARKS CflG DATE
SECTION 1 INTRODUCTION
PAR 1.1 LRV ACRONYMS AND ABBREVIATIONS BASIC 10/2/72 1-1
PAR 1.2 DRAWING SYMBOL STANDARDS BASIC 10/2/72 1-2
SECTION 2 GENERAL INFORMATION
PAR 2.1 LRV DESCRIPTION BASIC 10/2/72 2-1
SECTION 3 STRUCTURE
PAR 3.1 SUBSYSTEM DESCRIPTION BASIC 10/2/72 3-1
PAR 3.2 THERMAL CONTROL BASIC 10/2/72 3-1
PAR 3.3 DUST CONTROL BASIC 10/2/72 3-1
DWG 3.1 CHASSIS BASIC 10/2/72 3-3
DWG 3.2 THERMAL CONTROL BASIC 10/2/72 3-4
SECTION 4 MOBILITY
PAR 4.1 SUBSYSTEM DESCRIPTION BASIC 10/2/72 4-1
PAR 4.2 WHEEL BASIC 10/2/72 4-1
PAR 4.3 SUSPENSION BASIC 10/2/72 4-1
/---�, PAR 4.4 TRACTION DRIVE BASIC 10/2/72 4-1
PAR 4.5 STEERING BASIC 10/2/72 4-2
PAR 4.6 DRIVE CONTROL ELECTRONICS (Drawing 4.8) BASIC 10/2/72 4-3
DWG 4.1 WHEEL ASSEMBLY BASIC 10/2/72 4-4
DWG 4.2 DECOUPLING ASSEMBLY BASIC 10/2/72 4-5
DWG 4.3 SUSPENSION SYSTEM BASIC 10/2/72 4-6
DWG 4.4 TRACTION DRIVE ASSEMBLY BASIC 10/2/72 4-7
DWG 4.5 BRAKE ASSEMBLY BASIC 10/2/72 4-8
DWG 4.6 STEERING SYSTEM MECHANICAL BASIC 10/2/72 4-9
DWG 4.7 STEERING SYSTEM ELECTRICAL BASIC 10/2/72 4-10
DWG 4.8 DRIVE CONTROL ELECTRONICS BASIC 10/2/72 4-11
SECTION 5 CREW STATION
PAR 5.1 HARDWARE BASIC 10/2/72 5-1
PAR 5.2 CONTROL AND DISPLAY PANEL BASIC 10/2/72 5-2
PAR 5.3 HAND CONTROLLER BASIC 10/2/72 5-6
TAB 5-1 CIRCUIT BREAKER TRIP LEVELS BASIC 10/2/72 5-7
TAB 5-11 METER DATA - NAVIGATION DISPLAYS BASIC 10/2/72 5-8
TAB 5-111 METER DATA - ENGINEERING PARAMETERS BASIC 10/2/72 5-8
FIG 5-1 METER, SWITCH, AND CIRCUIT BREAKER NUMBERING BASIC 10/2/72 5-9
DWG 5.1 CREW STATION HARDWARE BASIC 10/2/72 5-10 /-----,
DWG 5.2 CONTROL AND DISPLAY CONSOLE BASIC 10/2/72 5-ll
DWG 5.3 SENSORS, DISPLAYS, AND SWITCHING BASIC 10/2/72 5-12
DWG 5.4 BRAKE CABLE LAYOUT AND HAND CONTROLLER BASIC 10/2/72 5-13 MECH/ELEC
iii
LRV-3 BASIC
�
TABLE OF CONTENTS AND ITEM EFFECTIVITY - OCTOBER 2, 1972 (CONCLUDED)
ITEM TITLE REV/PCN DOC SIGNOFF PAGE REMARKS CHG DATE
SECTION 6 ELECTRICAL POWER
PAR 6.1 GENERAL BASIC 10/2/72 6-1
PAR 6. 2 BATTERIES BASIC 10/2/72 6-1
PAR 6.3 DISTRIBUTION BASIC 10/2/72 6-1
TAB 6.1 BATTERY DATA BASIC 10/2/72 6-2
OWG 6.1 BATTERY BASIC 10/2/72 6-3
OWG 6.2 ELECTRICAL POWER, CONTROL, AND DISTRIBUTION BASIC 10/2/72 6-4
SECTION 7 NAVIGATION
PAR 7.1 GENERAL BASIC 1/6/72 7-1
PAR 7.2 HEADING BASIC 1/6/72 7-1
PAR 7.3 ODOMETER BASIC 1/6/72 7-1
PAR 7.4 RANGE AND BEARING BASIC 1/6/72 7-2
PAR 7.5 SUN SHADOW DEVICE BASIC 1/6/72 7-2
TAB 7.1 POWER REQUIREMENTS BASIC 1/6/72 7-2
FIG 7.1 NAVIGATION SUBSYSTEM BLOCK DIAGRAM BASIC 1/6/72 7-3
FIG 7.2 NAVIGATION COMPONENTS BASIC 1/6/72 7-4
OWG 7.1 NAVIGATION SYSTEMS BASIC 1/6/72 7-5
OWG 7.2 NAVIGATION LOGIC DIAGRAM TO BE SUPPLIED 7-6
SECTION 8 LUNAR SCIENCE EQUIPMENT
DWG 8.1 TGE - MECHANICAL TO BE SUPPLIED 8-1
OWG 8.2 TGE - ELECTRICAL TO BE SUPPLIED 8-2
OWG 8.3 APOLLO LUNAR SURFACE DRILL AND ANCILLIARV TO BE SUPPLIED 8-3 EQUIPMENT
DWG 8.4 SEP - MECHANICAL TO BE SUPPLIED 8-4
DWG 8. 5 SEP - ELECTRICAL TO BE SUPPLI EO 8-5
SECTION 9 LUNAR MODULE INTERFACE
PAR 9.1 PERFORMANCE BASIC 10/2/72 9-1 THE SECTION 9 DI�GS PAR 9.2 EQUIPMENT DESCRIPTION BASIC 10/2/72 9-1 IN THIS HANDBOOK
PAR 9.3 LRV DEPLOYMENT BASIC 10/2/72 9-1 ARE TAKEN FROM SECTION 13 OF
DWG 9.1 MESA BASIC 3/20/72 9-6 THE LM-1 0 & SUBS
DWG 9.2 ALSEP QUAD-III INTERFACE BASIC 3/20/72 9-7 SYSTE!1 HANDBOOK AND ARE EFFECTIVE
DWG 9.3 1/2 LRV MANUAL DEPLOYMENT MECHANISM (SPACE BASIC 4/15/71 9-8 AS OF THE DATES SUPPORT EQUIPMENT) SHOWN. ANY OF
OWG 9.3 2!2 LRV MANUAL DEPLOYMENT MECHANISM (SPACE BASIC 4(15/71 9-9 THESE DRAWINGS :lAY BE REPLACED SUPPORT EQUIPMENT) PRIOR TO FLIGHT,
DWG 9.4 LCRU OVERVIEW BASIC 1/24/72 9-10 AS REQUIRED, TO
DWG 9.5 LCRU DETAILED BASIC 1/24/72 9-11 REFLECT THE LATEST CHANGE IN THE LIISH.
DWG 9.6 GCTA BASIC 1/24/72 9-12
iv
*
SECTION l
INTRODUCTION
1.1 LRV ACRONYMS AND ABBREVIATIONS
ac A de amp ant assy
CB CDC
de DCE DGU
EP
F fld fwd
alternating current a.mpere(s) de a.mpere(s) antenna assembly
circuit breaker control and display console
direct current drive control electronics directional gyro unit
explosive package
fuse, Fahrenheit field forward
gnd ground
HS
inhib insul IPI
instl
km
LCRU
LM LRV
max mde MOCR
ms MSS mtr
N/A neg norm
oper out
p�t PLSS
pos posn pri PWM pwr
heat sink
inhibit insulation integrated position indicator installation
kilometer(s)
lunar communications relay unit lunar module lunar roving vehicle
maximum mode Mission Operations Control Room millisecond mobility subsystem motor
not applicable negative normal
operate output
percent portable life support system positive position primary pulse width modulator power
l-1
ref reg rev rly rst
sci sig snsr SPU STDN
sw sup sys
T temp therm
v Vac Vdc
w WH
LRV-3 BASIC
reference regulator reverse relay reset
scientific signal sensor signal processing unit space tracking and data network switch supply system
temperature temperature thermal
volt(s) volt(s) ac volt(s) de
watt(s) walking hinge
1.2
l. 2.1
1.2.1.1
1.2.1.2
1.2.1.3
DRAWING SYMBOL STANDARDS
Line Legend
Electrical line, power and control.-
A. Electrical connected
B. Electrical crossover
Directional flow arrows.-
Mechanical linkage.-
1-2
LRV-3 BASIC
1. 2 .2
1. 2.2.1
/-
Electrical Symbols
S witches. -
A. Switch format
xxxxxxxxxx / xxxxxxxxxx f \
Switch name r-------., as shown on I I Dwg 5.2 I • XX XXX I
I XXX I I • I I �;;; I
Switch art I I ( Shown in I XXX f I same position
as the circuit I 8
I configuration) XXX I
I I I I I XXX f I
L------s�J B. Two-position switch
--� •
C. Three-position switch
D. Pushbutton switch
• ------�0>�-�·�---
•
.--------, I xxxxx I I -r I
I �-;. I I I I sxx I L-------�
1-3
Major title
' Minor title
} Switch contact nomenclature
S witch position nomenclature as shown on Dwg 5.2
Switch number
LRV-3 BASIC
E . Barometric pressure switch
--� I • I
6 xxxx
1.2.2.2 Circuit breaker.-
/
1.2.2.3 Battery.-
XXXXX ------Major title
XXXXX ••--.....::\._, ___ Minor title
.. -------...
I XXX • I I ,- I I � I I 0
xA� I I I
Circuit breaker name as shown on Dwg 5.2
Amperage
I CBXX.�t .. ---Circuit breaker .. _______ ,.. number
1.2.2.4 Relays.-
A. Latching relay
� }�����;�� I • ---..1 ,---
1 I I
1-4
B. Non-latching relay
--� lA
---� 14
Momentary contacts
p XXX -- Nomenclature
LRV-3 BASIC
1.2.2.5 Bus.-
1.2.2. 6 System ground.-
1.2.2. 7 �.-A. General
B. Zener
c. Tunnel
D. Control rectifier (SCR)
E. Triac
1.
IJlll
XXX- Limiting voltage
1-5
LRV-3 BASIC
1.2.2.8
1.2.2.9
1.2.2.10
1.2.2.11
Potentiometer.-
Resistors.
A. Fixed
XXX- Rating
T
XXX- Rating
--A.Nv--
B. Thermistor or resistance thermometer (any element whose sensing resistance varies with temperature regardless of polarity)
Thermostat.-
-----.rx.r-xxxx ----Range
Amplifier.-
Inverting input ---•<
Noninverting input
Power input
Output
1-6
LRV-3 BASIC
1.2.2.12
l. 2. 2.13
1.2.2.14
1.2.2.15
Capacitors.-
A. Fixed
B. Variable
Digital inverter.-
Synchro transmitter.-
Xmtr outputs
�·- Redundant brushes
-H-
1-7
Ac exitation
LRV-3 BASIC
1.2.2. 16
1.2.2.17
Flip-flop.-
Gates.-·
A. And
B. Nand
C. Or
D. Nor
A. J -K flip-flop
s J Q
c
K Q R
E. Exclusive or
B. D'-type edge triggered flip-flop
s
D Q
c
Q
R
Truth table
A B y
1 1 1 1 0 0 0 1 0 0 0 0
1 1 0 1 0 1 0 1 1 0 0 1 1 1 1 1 0 1 0 1 1 0 0 0
1 0 0 0 1 0 1 1 0 0 0 1
1 1 0 1 0 1 0 1 1 0 0 0
Open circle indicates an inverter.
1. 2. 2.18 Electrical filter.-
l-8
LRV-3 BASIC
1. 2.2 .19
1 .2.3
l. 2. 3.1
1.2.3.2
Transistors.-
A. NPN B. PNP C. FET P-channel
Miscellaneous Symbols
Drawing notes.- Notes are of two types� general and specific. General notes
do not apply to a specific area on the drawing. Specific notes do apply
to a specific area or areas of the drawing and are indicated with a note
flag (shown below ) which appears in the area or areas referenced.
Technical zone reference.- 'Zone references direct attention from one area
to another in the same or another drawing. The 11 Z11 shown below, with
appropriate zone locators, indicates the exact area referenced.
X coordinate-----;� A Z 1 •---- Y coordinate
xx.x
LRV-3 BASIC
L When this drawing. refers to
number appears, it refers to another When there is no number,. the zone another area ontthe same drawing.
The hexagon ("hex"), shown below, is used to connect one line to another line
on the same or on another drawing. The appropriate "Z" appears next to the 11hex11 to direct attention to the location of the corresponding reference.
1-9
* SECTION 2
GENERAL INFORMATION
LRV-3 BASIC
2,1 LRV DESCRIPTION
The LRV is a four-wheeled, electrically propelled, manually controlled vehicle
to be used for transporting crewmen and equipment on the lunar surface. Tbe vehicle
has accommodations for two crewmen and has the stowed auxiliary equipment designed
for a particular mission.
Either crewman may control the LRV by utilizing the hand controller installed midway
between the two seats. All controls �d displays are located on one panel for easy
use from either seat.· These controls and displays include switches for drive motors,
steering motors, main batteries, and redundant systems selection. Displays of battery
parameters, navigation data, and temperatures of critical components are provided,
Circuit breakers are located in groups on the same control panel.
The LRV consists of the following major subsystems and components: structure, mobility,
crew station, electrical, navigation, and stowed payload.
2-l
,.------- ' *
SECTION 3
STRUCTURE
LRV-3 BASIC
3 . l SUBSYSTJ!:M DESCRIPTION
3.2
The LRV structure subsystem consists of the chassis (Drawing 3.1), passive and active
thermal control devices, and dust control devices.
THERMAL CONTROL
Thermal control (Drawing 3.2) is provided. in the forms of surface finish, thermal
straps, fusible heat sinks, insulation blankets, and thermal mirrors.
Surface finishes are either anodized or painted with thermal Control paints.
Thermal straps are either 2 layers (on DGU) or 140 layers (on SPU) of .001 aluminum
foil welded to aluminum end. pieces.
The fusible heat sinks consist of solid paraffin wax in an aluminum container.
The insulation (or thermal) blanket is assembled from 15 layers of perforated aluminized
mylar with 14 layers of interspersed nylon netting.
The thermal mirrors use a s·ilver film on glass--these are dust sensitive. If over
5 percent dust is present on the surface, these will not radiate to the efficiency
necessary for adequate cooldown of equipment during rest periods. This affects the
batteries which not only store up discharge heat but also act as a heat sink for other
components.
3.3 DUST CONTROL
Dust control is incorporated into the LRV to minimize the effect of lunar dust on the
equipment and crew. Dust control is provided by means of fenders, boots, covers, seals,
and caps.
Fiber-glass fenders control the dust created by the wheels. The fenders consist of a
fixed section and a sliding section which must be extended by the crew upon deployment
on the lunar surface.
A boot around the base of the hand controller grip provides control against dust
entering the mechanism.
The steering sectors in the forward and aft chassis are enclosed with structure, beta
cloth, and boots for dust control.
All working joints of the suspension system are protected from dust by seals and dust
caps.
The traction drive assemblies are hermetically sealed thus preventing entry of lunar
dust.
Dust control for the brakes is provided by circumferential shields around the drums
and boots around the brake levers.
The piston rod of the linear damper is protected from dust by a cylindrical sleeve
and by seals.
3-1
* LRV-3 BASIC
Fiber-glass covers over the batteries, DCE, and SPU provide dust protection for the
thermal mirrors while closed.
3-2
4
3
2
1
BAT f ERIES
S I GNAL f'ROCESS UNrT
6.00 N0�11\JAL
K
BATTERY SUPPORT BRACKETS
- �
D I RECTIONAL GYRO IJIJIT
J
""--..." �, ......._ CON-IHOLI\NO I I ',� -� -� ELECTR.ONI C S ASSY
H
: ,';� , � -£ DRIVE AND STEER"G
,,') '"" -�"' I " � -.' '--...... �, NOTE: Tlll::HMAL BLANKET � -,......_ .......... ANJ COVERS OMITTED
DEPLOYED fORWARD CHASSIS
Rb:MOVABLE FLUOR I"ANE:.l
� � FOR CU\RITY --�� �""'' �/--� �
F'ND CHASSIS FRAME:.
ST[[R:ING MUfUR STOWED CONf-IGURATION
4.50
FORWARD CHASSIS EQUIPMENT INSTALLATION 1,50
TV CAMERA tJOUNTING
' I > ' ' ' ' \ ' B> ',, __ -:.'; ---------- ________ ,/
FITTING -��- ---- ]
281_,0 Jlz, ·rr�� .. :1 = F LCRC MOUNTING L, I w FITTINGS
55.4� , , ·- ··
3 7.35 J 19 . 10 r� 1 ;=1
[t>OUTSOARD TOE HOLD 1
0
��';.",���
N'./
- -lzJJULI L/-\n7lUL _L Jli �_L(� �10JNTP>JG L FITTING � I I I I I SCCONDARY 5UPPOIH V S T IWCTURE
r-""1'-�<--r
-- 1----------- -o 1=1 �--- I ilt--� -- ------� @
' I I ' '
/ \ G> I I
RBL 40.50
_r-----;- SUSf'ENSION
r-r'T---tl"f[9--i"fr-�r--'i,� � 1 1 .1 sueeuRT H "me
ru1· 111 -��-itL�L-����-------stH-' r--+--- --+-+---'++------ -
SRP
Ill -0-
REAR 51 EER!NG RECOUPLING TOOL
---------+t---1 1 r-[1-,1;'-scL,.,11; ll.=rj_==J�u L� . .l-11--r'_L J]J - 119 1 u
I Rl 14.50
ll$L 2 7 .75
C[NTCR CHASSIS
ElBOW
STA 15.50
29 .o _____ .,.,..,_ -----------FOR\\iARD �HASSI S
STA 44.30
53,0 ----�-+-�---� .. ,., _____ 27.5 ____ _,_
109.5
STA fl(, .00
STA 'J7 .50
AFT CHASSIS
SIA 125.00
TYPICAL SUSPENSION SUPPORT FiniNG
E
TORSION BAR
f'ORWIIRD CHASSIS
f-,1 ��� v I�
I -I I I \ \
\ INSIDE
"
I.OCK PIN
HINGE IN DEPlOYED POSITION
ISIDEVIEV/l
,' I
;! , . ,m
D
I
) /
l<I'!J-.,_- SPRING LOADFO LOCK PI-� OUTSIDE
HINGE
CEt-;TER CHASSIS
FORWARD CHASSIS
SPRING
c
··L cErHER SECTIONS ,020 X 27.65 X 52,00
LOOKING FROM UNDERS1r1F OF VFHir.l E
L
I ill Ill vvl.'
'-- CFNTER CllASSIS
B
, .. "'I I L uo__j
STAINLESS STEEL BLIND fLUSf' tlUT
BONDED DOUQLER
FLOOR PANElS
TYPICAL BEAD SECTION P ER MC1?2
COMMENTS:
tJOTES:
FENDER i::XTLNSIONS IJEPLOYED BY C R EW
APP ROVAl
OUTBOARD TOE HOLD IS T H E CENTER ME!v'PFR O F THE DEPLOYMDJT TRIPOD AtW MAY BE I NSTALLED BY THE CREW AFTER T H E LRV IS OFPl OYED. IT ALSO M/\Y 3[ STOWED liNDFR THE FOOTREST FOR U S E A S A \";"!J[[L D[COUPLI�G TOOl HINGLS
HINGF I S LOCKED IN DEPLOYED POSITIO'.J WHEN LOCK PIN IS !LUS H WIT I I CllAS�-iiS.
OK S l G NATUI�ES 1--------t---1 MANNE:oU SPACECRAFT CENTER HOUSTON. I LXAS
DATE NATIONAL AERONAUTICS & SPACE ADMINISTRATION
CHASSIS
PAGE 3-3
3 .I S H E E T 1 O F 1
4
3
2
1
F
4
BIMETALLIC BATTERY COVER ACTUATOR
3
@
@ © @
2
1
E
SUPPORT LINK
PRESS UP TO MANUALLY CLOSE COVERS
©
©
CONTROL AND DISPLAY CONSOLE
FWD-
DUST COVER
WAX
D
BATTERY NO 2
DCE
[?
7" REF
+
c
HAND CONTROLLER
.=t==::-_ SEATS
B
NOTES:
COMMENTS,
SLACK INDICATES AREAS HAVING THERMAL CONTROL BY SURFACE FINISH
A
SURVIVAL LIMITS FOR DCE: -20"' F TO -+-180, F OPERATING LIMITS FOR DCE: 0"' F TO 1·159" F DCE USES 3-1/2 LB OCTADECANE PARAFFIN WAX lMEL TtNG POINT 85" Fl FOR PARTIAL THERMAL CONTROL
SURVIVAL LIMITS FOR SPU: -65" F TO +185° F OPERATING LIMITS FOR SPU: +30., F TO +130° F SPU USES 2-1/4 LB EICOSANE PARAFFIN WAX lMEL TING POINT 98"' Fl FOR PARTIAL THERMAL CONTROL WITH THERMAL S TRAP TO BATTERY NO l
FENDER SHOWN DEPLOYED
AT 50"' F OR BELOW BATTERY TEMPERATURE, THE COVER WILL CLOSE
APPROVAL
SIGNATURES DATE fiATIONAL AERONAUTICS & SPACE ADMIN I STRATION f-D:-: R-:-
--·----+--1 MANNED SPACECRAFT CENTER
DSGN
ENGR ENGR APP
HOUSTON. TEXAS
THERMAL CONTROL
33 X 17 PAGE 3-4
3.2 SHEET l·OFl
4
3
2
* SECTION ){
MOBILITY
LRV-3 BASIC
4.1 SUBSYSTEM DESCRIPTION
The LRV mobility subsystem consists of the wheels, suspension, traction drive,
steering mechanical, steering electrical, and diive control electronics.
4.2 WHEEL
4.3
Each wheel (Drawing 4.1) consists of an open wire mesh tire with cheYron thread covering
50· percent of the surface contact area. The tire inner frame (bump stop) prevents
excessive deflection of the outer wire mesh frame under high impact load conditions.
In an emergency, the vehicle can operate with the bump stop only. Normally, each tire
is capable of maintaining full operations with 10 percent of the wire elements broken.
If the wire elements are broken, they are a potential hazard to the astronaut working
in the area.
Each wheel can be upcoupled from the traction drive by operation of the two decoupling
mechanisms (Drawing 4.2), which allow the wheel to "free-wheel" about a bearing surface
independent of the drive train for up to 100 km of lunar operation. The decoupling
mechanism can also be used to re-engage the wheel with the traction drive. Either
outboard toehold can be used as the wheel decoupling tool. Decoupling a wheel results
in a nonfunctional brake and odometer for that wheel.
SUSPENSION
The chassis is suspended from each wheel by a pair of parallel triangular arms connected
between the LRV chassis and each traction drive. (See Drawing 4.3 for the suspension
system.) Loads are transmitted to the chassis through each suspension arm to a separate
torsion bar for each arm. The upper torsion bars are used primarily to deploy the wheels
from the stowed condition. Deployed, they carry about 15 percent of each wheel load, with
the lower torsion bars carrying the remaining 85 percent. Wheel vertical travel and rate
of travel is limited by a damper connect:ion between the chassis and each upper suspension
arm. The damper limits wheel vertical travel to 6 inches of jounce and 4 inches of rebound
under nominal load conditions. The combination deflection of the suspension system/tires
allows 14 inches of chassis ground clearance when the LRV is fully loaded and 17 inches
when unloaded.
Damping energy heat is transferred to the silicone oil (47 eel in the damper. The heat is
then conducted from the oil to the damper walls for dissipation.
The suspension assembly is rotatable approximately 135 degrees to allow LRV stowage in
the LM.
4.4 TRACTION DRIVE
Each wheel is provided with a separate traction drive assembly (Drawing 4.4) consisting
of a harmonic drive reduction unit, drive motor, and brake assembly. Each traction drive
is hermetically sealed to maintain a 7.5 psia internal pressure for optimum thermal control.
Decoupling a wheel also decouples that traction drive assembly.
4-l
*
4.4.1
4.4.2
4.4.3
4.5
Harmonic Jrive
LRV-3 BASIC
The four harmonic drive reduction units transmit torqu� to each wheel. Input torque
to the four harmonic drives is supplied by the four electric drive motors. The
harmonic drives reduce the motor speed at the rate of 80:1 and allow continuous
application of torque to the wheels at all speeds without requiring gear shifting.
Each traction drive also contains an odometer pickup which transmits pulses to the
na_vigation system signal processing unit at the rate of 9 pulses per wheel revolution.
Drive Motor
The drive motors are direct-current series, brush-type motors which operate from a
nominal input voltage of 36 Vdc. Speed control for the motors is furnished by pulse
width modulation from the drive controller electronics package. Each motor housing
also forms the kingpin for the LRV steering system. Each motor is instrumented for
thermal monitoring. An analog temperature output from a thermistor located in the
field winding is transmitted for display on the control and display panel. In addition,
each motor contains a thermal switch which closes at excessive temperatures and provides
an input signal to the caution and warning system to actuate the warning flag.
Brakes
Each traction drive is equipped with a mechanical brake (Drawing 4.5) actuated by
a cable connected to a linkage in the hand controller (Drawing 5.4). Braking is
accomplished by moving the hand controller rearward. Brakes are effectively locked
at 12° of hand controller aft movement. Drive power inhibit is actuated by a switch
at 15° of hand controller aft movement. Decoupling a wheel also decouples the brake
for that wheel.
STEERING
Steering Mechanical
LRV steering (Drawing 4.6) is accomplished by Ackerman-geometry steering of both the
front and rear wheels allowing a wall-to-wall turning radius of 122 inches. Steering
is controlled by moving the hand controller left or right from the nominal position.
This operation energizes separate electric motors for the front and rear wheels and
provides through a servosystem a steering angle proportional to the position of the
hand controller.
Each steering motor is connected to a speed reducer which drives a spur gear sector
which, in turn, actuates the steering linkage to accomplish the change in steering
angle. Maximum travel position of the sector provides an outer wheel angle of 22°
and inner wheel angle of 50°. The steering rate is such that lock-to-lock steering
can be accomplished in 5.5 ± 0.5 seconds.
The front and rear steering assemblies are mechanically independent of each other.
In the event single Ackerman steering is desired or for a motor/speed reducer failure,
the steering linkage can be disengaged from a sector, the wheels can be manually centered
4-2
*
4.5.2
LRV-3 BASIC
aDd locked, and operations can continue using the remaining active steering assembly.
Forward steering re-engagement cannot be accomplished by a crewman. The aft steering
can be re-engaged using the special tool stowed on the aft chassis. This tool is used
to retract the locking pin from the steering sector.
Steering Electrical
The steering electrical system (Drawing 4.7) is a servosystem. A signal generated by
deflection of the hand controller is coupled to the input servoamplifier as an error
signal across a bridge. This error signal is amplified and applied to the steering
motor field coils in a direction determined by polarity of the input error signal
(determined by the direction that the hand controller is deflected). The feedback pot
is driven by the steering motor to a position that exactly cancels the original input
error signal by balancing the bridge. Angular displacement of the wheels will then
remain constant until the hand controller is moved to a new position.
The two steering motors are supplied power through separate circuit breakers from
selectable electrical buses to provide redundancy,
Single Ackerman steering can be selected by centering the wheels and turning off either
aft or forward steering power. This procedure may require occasionally recentering
the disabled steering by turning on its drive power momentarily with the hand controller
in the straight ahead position.
4.6 DRIVE CONTROL ELECTRONICS (Drawing 4.8)
A forward or rearward motion of the hand controller about the palm pivot point closes
switches which select forward or reverse drive direction. This same movement causes a
signal to be generated by the wiper of the traction drive pot. This signal controls
the duty cycle modulation of the pulse width modulator (PWM). The pulse width of the
PWM is proportional to the amount of hand controller deflection (throttle). This
signal is then coupled through an inhibit gate to current-lin1ited power transistors
which in' turn modulate 36 Vdc power to the drive motor field coils. The direction of
current flow through the drive motor is determined by motor control relays which are
normally controlled by the hand controller select switches.
Signals generated by the odometer reed switches in the traction drive prevent
application of reverse drive motor power while moving forward or vice-versa if the
LRV speed is greater than 1 km per hour. The vehicle should be completely stopped
before attempting to change direction as the odometer inhibits are unpredictable
between 1 km per hour and stopped.
Drive power is also inhibited by a drive power inhibit switch which closes at the
hand controller aft 15° position (brakes nominally lock at 12° aft) or by getting a
current ov�rload signal from the current limiting circuits. Also, drive power is
temporarily inhibited while changing directions to prevent switching the motor control
relays under load.
Application of motor drive power when applying brakes is possible since the brakes lock
at approximately 12° aft hand controller movement, and the brake inhibit logic is set
at 15° aft hand controller movement. This is true for both forward and reverse drive
power.
4-3
7
6
5
4
3
2
+ f T�f AD STRIP D!TA llS
0314 f))!O '"" ""''"'" "" ""' '"'""'·�
WI�[ Of!Ail
lR!AO OllAIL � Ktf!OitAl TOP VIEW OFWifil A�SOOLY
O>GHTf>O•TWHEEL Stm'�
DETAil i$ IHACIIW OR IV£
A'm W)lffl HUB I�H[RfAO
B> PAL" "AAmGS C(>e Pj;jTQ{;.AOtU Of 11<E LRO
All o:�E>SKl•S I� "'(Hfl Ukl[S> Olhf�;,;, SPW"fO
WHEEL ASSEMBLY
LRV .....:;1!0
APOUO II 4.1
8
7
6
5
3
2
4
3
2
1
H
HELICAL TORSION SPRING
0
G
0
F
�_;;;----- WHEEL HUtl
0 \ \ A
I
[ �
------------------c HELICAL [ TORSION SPRING -
0 0 @ fjf-:; 0 0 !t; l= -----= ( ..___ @
DECOUPLING PLATE [
[
E
"'
.. �F--t--� WHEEL HUB
I
-'4?-r-- CLEVIS
A
II
DECOUPLING TOOL :OUTBOARD TOEHOLD SECONDARY USEJ
D
\
7.150
c
TE'FLON COATED BEARING \
SURFACF FOR FRf'EWHEELING
DECOUPLING PLATE ---...,i_��
HELICAL TORSION SPRING _'*"'__..---..._
SECTION A-A
B L TR PCN DR
COMMENTS:
ENG
A DATE APPROVAl
L _____________ _______ _
6. RfCOUPLING IS ACCOMPLI,HFD BY ALIG NING THE CLC:VISf'S AND RETURNING THE PINS
5. flECOUPLING RIGHT REAR WHEEL OISARl.FS SPEEDOMFTER
4. DECOUPLING ANY TWO WHEELS DISABLES THE N/\V SUBSYSTEM RANGE, BEARING AND DISTANCE DISPLAYS :SPU LOGIC SELECTS THIRD EASTEST WHEel FOR DISTANCE COMPUTATIONS)
3. DECOUPLING DISABLES BRAKES, DRIVE, AND ODOMETER ro THAT WHEEl
TO DECOUPLE WHEEL, PULL SPRING OUT AND ROTATE ABOUT WHEEL CENTERLINE
1. ALL DIMCNSI ONS IN INCHES UNLl:SS OTHERWI SF SPFCI FlED
SIGNATURES DATE NATIONAL AE1\0NI\UTICS & SPACE ADMINISTRATION �----- ��--r--; OR �a. J £)�· //-.t�--" MANNED 9PACFCI1AFT CENTER HOUSTON, TEXAS DSGN
DECOU P[ING ASSEMBLY APP
4.2
4
3
2
1
4
3
2
1
J
TOP VIC\".' LUWl:R .1\fWI SI:::CI !ON
SPLINEO Fll I
TOP VIEW LINK FITTING ArJD UJWER !'RM ASSY
LOWER TORSION 1:3AR
12 I
I Of-' VIEW DAMPER FITTING, ROD END CLEVIS AND UPPER ARM ASSY
TORSION BAR LE.\IGTH 24.05
13.72
CHASSIS
LOWER ARM DEl A I L
H
fORSION 81\R SPL!NED TCm<--1
G
!4------- TORSION llAR LENGTH l'i.??·---------J»>
1
CHASSIS
U?PER TORSION GAR
UPPER ARM DETAil
TOP v:EW UAMPER Fl f riNG
END VIEW RUU ENU CLEVIS
F
ROO F:tW Cl FVI<i
AC:TUATING PISTON
E
SUSPLNSION SYSIEM
lONE WHEELI
LINEA� DAMPER ASSEMBLY DETAIL
/ /
D
/
JOUNCE MAX 6.0
WHEEL CI:.Nl E.ll lJN[
REBOllrHJ MAX 4.0
���f--e=31 FINGeRS ROTATE TO ENGAGE REIJOUND STOPS ArTER WHEEL OEPLOYMENT
JOL"NCE STOPS MOUNTING TRUrlNION
CYLINDER
DUST SHIELD TUIJE
8.65 tMINIMUM Li;;;NGI HJ
10,18 (REBOUND LENGTH) ________________ -! .. 13,01 (JOUNCE LEtJGTH)
c
CHA�SIS SII)F
B A OATF APPROVAl
SUSPENSION SYSTEM
!SHOWING '1/HFFI FOI DING AND UNFOLDING)
BL 20.45
·- WL 104,43
CHASS.S
3. Cf•ASSIS HN, ll I�CHI::.S GROUND CLEMANCE UNLOADED ANI) 14 INCHES WITH VEHICLE FULLY LOAOFJl
2. LINEAR DAMPER SURVIVAL TEMPERATURES ARE -65" F TO � 400" F. ALL OTHER {;[]MPO·IJENTS OF SUSPENSION SYSTr:M llAVF: A TEMPERATURE rv'ltWC or -Ioo�;:; ro +300" r
NOTES: l. ALL OIMErJSIOriS AHliN INCHES UNLE'SS OTHFRWISE SPECIFIED
SIGN.<HURLS DATE NATIONAL AFRONAlJTICS ,<�, SPACF AOMINI�.TRATION 1---------j---1 MI\NNEO SPI\CECRAFT Ci'.N TER l-Ou�; TON TD<A�; " DSGN
QC
l:.N<.iR SUSPENSION SYSTEM ENGR
APP
APP LRV
STC 'V 4.3 APOLLO 11
5'3 X 17 PAGF SHCET 1 OF "':
4
3
2
4
3
2
1
H
BEARINGS ROTATE ABOUT Tf!ESE CENTERS
-
-------/
/ /
/
WAVE GENERATOR
�NO VIEW OF HARMONIC DRIVE ASSY FUNCTIONAL DIAGRAM
CNOT TO SCALE)
I
I I
G F
r-- CtNTERLINE OF CIRCULAR SPLINE AND DRIVE MOTOR ? BRAKE
CIRCULAR SPLINE <STAINLESS STEEU
SHOES
FLEXSPLINE (INCONEU
NON-ROTATING FLEXSPLINE 058 TEETH)
I
ll lie I'J-
;h 'l
���:::-:=������ � � II Ai--=- -
KRYTOX143AC ///'):!:[ \ � FLUORINATED OIL �
n4f� BRAKE � SHOES -"' �
,4-) ]\ \_ WAVE GENERATOR
� WHEEL-HUB INTERFACE
E
V' � /
I b=l
F' I
r I�
/ /
v I/
II II
/
FIELD ( M0'0R
j _!"][1 <"'M
�
< II .J �
\_ MOTOR ARMATURE
D
,---MOTOR TEMPERATURE SENSOR AND MOTOR OVERTEMPERATURE SWITCH
'
I !-' I 3.2
-
1
5
BRAKE ARM
"'--STEERING ROD END FITTING
ROTATING CIRCULAR SPLINE \160 TEETH) �------------------------------ 10.18 ----------------------------------------------------------�
c B A L TR PCN DR ENGR DATE APPROVAL
IF�II- UPPER SUSPENSION ARM MOUNTING STUD COMMENTS:
ODOMETER
SIGNATURES
� INTERIOR OF HARMONIC DRIVE V IS PRESSURIZED WITH NITROGEN
GAS AT 7.5 PSI
NOTE: l. ALL DIMENSIONS ARE IN INCHE� UNLESS OTIIERWI SE SPEC !FlED
DATE NATIONAL AERONAUTICS & SPACE ADMINISTRATION r.D�R�----------t-� LOWER SUSPENSION ARM MOUNTING STUD�!O>j MANNED SPACECRAFT CENTER HOUSTON, TEXAS
TRACTION DRIVE ASSEMBLY REAR VIEW
�
LRV POLLO 17
34 X :C0.5
TRACTION DRI VE ASSEMBLY
NO., 4. 4
PAGE 4-7 SHEET OF . '
4
3
2
1
H
4 r-- BRAKE ARM
3
2
REAR VIEW 1
G
RUBBER DUST BOOT
F
BRAKE SHOES �--
E
0
TOP ViEW :NORMI\L POSITION)
D
00 0
TOP VICW .BRAKING POSITION)
ROTATING TRACTIOI'. DRIVE IIUB
c
BRAKE BAND
CROSS SECTION OF BRAKE ASSEMBLY
B
DUST SHifLD
LTR PCN D R
COMMENTS:
ENG
A DATE
BR/\KE ARM
NOTE: l. B RAKE BAND LINING THICI<NESS 0_115 INCHES WIDTH 0.7351NCHES
APPROVAL
4
3
BRAKE RETURN SPRING
BRACKET ANCHORFD TO TRACTION DRIVE MOTOR
BRI\KL CA8LI: CLEVIS
2 BRAKE CABLE
�����----------------·-----;-�--:-:--· '.:__'1:A_f.:_'}.:_RE.:_S.:___+-D.:_A.:_T.::_jC NATIONAL AERONAUTICS & SPAr:F ADM I NlST RAT ION rU'-:R-:cc------+--1 �ANNELJ SPACECRAFT CENTER H(1USTON Tt:XAS
(I '.) :; �J
BRJI.Kl: ASSEMB:' 1
4.5 31t X 10.5 PAGE
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BUS A
POWER
�BAll " r-------, I BUS B I I I
CB3 ... ............ ... .... ....
POWER
/ BAT 2 '-..._ 11'''" .. .,. ....... _ .......
BUS C
CB2 I . _______ ...
POWER /'--;a::Ac;- T cc,--,
BUS 0
CB4 1----··-
BUS B
STEERING
- - ------FORWARD
BUS A e OFF
BUS C
STEERING ��- -- -�, ---------·
BUS C I REAR I
H
I BUS B I -----JirO:CF..CF.::.......,-o >---�----
BUS D
I BUS
I I I I I
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BUS B I I � OCF I I BUS D I ... .. ................ ... .... ... .
STEERING
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.8
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·" ,..,. .... ..,._ .......... ., 1 REAR
: ;r__ I :
36V
-·����-o D-·�" I SA I I 36V I CBlO , _______ .,.
G
FORWARD STEERING MOTOR
ARMATURE
' CW
CW FIELD wmomc
FORWARD FEEDBACK POT
REAR STEERING MOTOR
REAR FEEDBACK POT
EMI f!LTER
F
B> FL YWHEELING OlD DE
FLYWHEELING DIODE
A ll5VOC
,z, 4 .8
E
+ lOVOC
D
FORWARD STEERING ELECTRONICS
+l5VDC
-15VOC
+15VDC
-lSVOC
JOV
+l60C
-lOVOC
CW PULSE W!OTH MODULATOR
�lOY
2SK
CCW PULSE WIDTH MODULATOR
!lSVDC
cz l 4.8
REAR STEERING ELECTRONICS I SAME AS FORWARD STEERING ELECTRONICS}
� -lSVDC
,z, 4.8
SlK
2 5K
SlK
�IOV REF VOLTAGE ltNERTER
-l�C
,z, 4.8
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POSITION ERROR
DR
APP STC
B A LTR rcN DR ENG DATl APPflOVAL
COMMENTS:
P--- ----------�-, I FORWARD STEERING POT I : I I I I I I I I I I I I I I
I I •
1 I I I I I I I I I I I I I I
T
-------+---------I I I I
llDTES:
r-------·-------�
=! =; REAR
STEERING POT
I I I I
CURRENT LIMITING IS Hf;_LO TO l .8 AMPS IN E!THU! FIELD VJITH RESPECT TO THE OTHER
FLYWHEEL DIODES ALLOW MOTOH f'IELDS TO COL LAPS[ AFTfR !:ACH PULSE PROVIDING ADDITIONAL POWER
� AMPLITUDE MOOULATI:D V ERROR SIGNAL AND TRIANGLE WAVE OSCilLATOR fiE.SUL T IN PULSE WIDTH MOOULA TION DRIVING SIGNAL TO MOTOR TRMJSISTOHS
INTEGRATES EHROR SIGNAL LESS DUTI-'Ul OF CURHEIH LIMITCfl AND APPLIES MIXED OUTPUT TO 1 HE PULSE WIDTH MODUI AT DRS
A PLUS VOLTAGE TURNS TRANS! STOll O N
SIGNATURES DATE NATIONAL AERONAUTICS & SPACE ADMINISTRATION
.[ .u.- 9-2Ho MANNEOD SPACECRAFT Cf:NTHI flOUSTON !CXAS
3-.30�71 /- � -/1 STEERING SYSTEM .,.
ELECTRICAL .?J
LRV DWG NO 4.7 APOLLO l7 42.50X22 f'AGE 4-10 SH(f:_ T l OF 1
4
3
2
8
7
6
5
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'•'•ti·H IV! A '\"l',,f o\10 !f<II<
* SECTION 5
CREW STATION
LRV-3 BASIC
5.1 HARDWARE
5 . 1.1
5 . 1 . 4
5 . 1.6
The crew station hardware consists of seats , foot rests, inboard handholds, outboard
handholds, armrest, floor panels, seat belts, fenders, and toeholds (Drawing 5 . 1 ) .
S eats
The two LRV seats are tubular aluminu m frames spanned by nylon, The seat s are folded
flat onto the cent er chassis for launch and are erected by the crew after LRV deploy
ment on the lunar surface. The seat back is used t o support and restrain the portable
life support system ( PLSS) from lateral motion when the crew members are seated. The
seat erection sequence is shown on Drawing 5.1. The seat bottom contains a cutout
to allow the crew access to the PLSS flow control valves and includes vertical
support s for the PLSS. A st owage bag is provided under each sheet .
Footrests
For launch , the foot rests are stowed against the cent er chassis floor where they are
held by a Velcro pad. The basic footrest i s deployed by the crew on the lunar surface
and is adj ustable prelaunch to accommodate various size crewmen.
Inboard and Outboard Handholds
The inboard handholds are constructed of l-inch o.d. aluminu m tubing and are used to
aid the crew in ingress of the LRV. These handholds also contain identical payload attach
receptacles for the 16-mm data-acquisit ion camera and the lunar communications relay
unit ( LCRU) low-gain antenna.
The outboard handholds are integral parts of the chassis. These handholds are used to
provide crew comfort and stability when seated on the LRV. They are also used for
seatbelt attachment .
Armrest
The armrest is used to support the inboard arm of both crewmen when seated to
prevent arm fatigue and to support the a� of the operator during hand controller
operat ion.
Floor Panels
The floor panels in the crew station area are beaded aluminum p anels. The floor is
st ructurally capable of supporting the stat ic full weight of standi ng ast ronauts
while on the lunar surface.
Seat belt s
Nylon webbing seatbelts are provided for each seat . The belt end terminat es in a
hook which is used to attach and remove the belt t o the outboard handhold. Length
of the belt is adjusted by a buckle with an over-center latch. The lat ch is
designed t o take up 3 inches of slack.
5 -l
*
5.1. 7
5 . 1. 8
Fenders
LRV-3 BASIC
The retractable portion of each fender is deployed by the astronaut during LRV activation
on the lunar surface.
Outboard Toehold
The outboard toeholds are used to aid the crew in egressing the LRV in one-sixth gravity
operations. Each toehold is formed by dismantling the left and right LRV/LM interface
tripods. The leg previously pinned to the center chassis longitudinal member is used
as the toehold. The tripod member is inserted into the chassis receptacle where it is
secured with a ball pin to form the operational position of the toehold. It is also the
tool used to decouple the wheel , to release the telescoping tubes and saddle fitting on
the forward chassis , and to free the steering decou:pling rings from the stowed position.
Either toehold may be used as a tool.
5 . 2 CONTROL AND DISPLAY PANEL
5.2.1
The control and display panel (Drawing 5 .2) is separated into two functional parts:
navigation on the upper part of the panel and monitoring/controls on the lower part.
The function of each device on the panel is explained below .
Navigation Displays
A. Attitude indicator - This instrument provides indications of LRV pitch and roll .
It indicates PITCH upslope (U) or downslope (D) within a range of plus 25 to minus
25 degrees in five-degree increments. The damper on the side ·of the indicator can
be moved to the right in order to damp out oscillations. To read roll angles , the
indicator is rotated forward which exposes the ROLL scale to the left-side crewman.
The ROLL scale is graduated in one-degree increments 25 degrees either side of zero.
B . Integrated position indicator (IPI) - The IPI consists of the heading compass card ,
range- and bearing-to-LM digital indicators, and a total-distance-traveled indicator.
The indicators are described individually.
C. HEADING (M6) - This compass rose indicator displays the LRV heading with respect to
lunar north. The initial setting and updating of the heading indicator is accom
plished by operating the GYRO TORQUING switch LEFT or RIGHT. The indicator is
calibrated in two-degree increments.
D. BEARING (M6) - This digital indicator displays bearing to the LM. This indicator
reads in one-degree digits. In the event of power loss or undervoltage to the
navigation system, the BEARING indication will remain intact . Restoration of
normal power may cause loss on the indications.
E. DISTANCE (M6) - This digital indicator displays distance traveled by the LRV in
increments of 0.1 km . This display is driven from the navigation signal processing
unit which , in turn, receives its inputs from the third-fastest traction-drive
odometer. Total digital scale capacity is 99.9 km. Power loss will freeze the
5-2
*
5 . 2 . 2
5 . 2 . 3
F.
LRV-3 BASIC
reading but restoration of normal power may cause the indicator to assume random
values .
RANGE (M6 ) - This digital indicator displays the distance to the LM and , like the
BEARING display , will remain intact in the event of power failure with possible loss
of information after restoration of pover . Total digital scale capacity is 99.9 km ,
graduated on 0. 1-km increments .
NOTE
Operation in reverse adds to the distance-traveled display and will bias the range and bearing values .
G . Sun shadow device - This device i s used t o determine the LRV heading with respect
to the sun. The scale length is 15 degrees either side of zero with one-degree
divisions. The sun shadow device can be utilized at sun angles up to 75° (zenith ) .
H . SPEED (M5 ) - This indicator shows LRV velocity from 0 t o 2 0 km/hr. This display
is driven from the odometer pulses from the right rear wheel , through the SPU.
NOTE
There is no speed indication when the NAV POWER circuit breaker is open or the right rear wheel is decoupled.
Navigation Switches and Circuit Breaker
A . GYRO TORQUING (Sl5 ) - This switch is used to slew the navigation gyro at the rate of
l . 5° /sec to adjust the HEADING indication during navigation updates . Placing the
switch in LEFT moves the HEADING scale clockwise. With the switch in RIGHT , the scale
rotates counterclockwise. There is a 2-minute torquing limit with a 5-minute cooldown
period afterwards . This allows 180° of gyro torquing per cycle.
B. NAV POWER (CB13) - This circuit breaker is used to route power from the main buses B
and D to the navigation subsystem. The navigation and power distribution system is
designed to provide power for the navigation system from either battery simultaneously
to preclude power loss in the event of failure of one battery. With this circuit
breaker in the open position, the SPU will not function, causing loss of speed
indication and allowing no changes in the navigation displays . Restoring navigation
power may cause the navigation displays to assume random readings .
C . SYSTEM RESET (Sl4) - This switch i s used to reset the BEARING, DISTANCE , and RANGE
digital displays to zero. This switch requires pulling the toggle out , then placing
it in the operating position. This feature is designed to prevent inadvertant
actuation of the switch.
Power Section Circuit Breakers and Switch
A. AUX ( CB14) - This circuit breaker is used to route power to the auxiliary connector
at the forward end of the LRV. This ci.rcui t breaker receives input power from
both batteries via buses A and C complete.
5-3
LRV-3 * BASIC
5 . 2 . 4
B . AUX POWER CB BYPASS (S-17 ) - Shorts around the aux circuit breaker when on.
It is used only for post lift-off television.
C . BAT 1 BUS A ( CBl ) - This circuit breaker i s used to energize bus A with power from
battery l .
D . BAT l BUS B ( CB3 ) - This circuit breaker i s used to e.nergi z e bus B with power from
battery l.
E. BAT 2 BUS C ( CB2 ) - This circuit breaker is used to energize bus C with power from
battery 2 .
F. BAT 2 BUS D ( CB4 ) - This circuit breaker is used to energize bus D with power from
battery 2 .
G . ±15 DC PRIM/OFF/SEC switch (Sll) - This switch i s used t o route 36 Vdc power from
buses B and D to the ±15 DC PRIM ( CBll) or ±15 DC SEC ( CB12) circuit breakers .
H . ±15 DC PRIM ( CBll ) - This circuit breaker i s used to route 36 Vdc power from the
±15 DC PRIM/OFF/SEC switch to the input of the primary ±15 volt de power supply .
I. ±15 DC SEC (CB12) - This circuit breaker is used t o route 3 6 Vdc power from the
±15 DC PRIM/OFF/SEC switch to the input of the secondary ±15 volt de power supply .
Power/Temperature Monitor Switches and Meters
A . AMP-HR meter (Ml ) - This double-scale indicator is used t o monitor remaining
battery capacity in battery 1 and battery 2 . At full charge , both the "1" and "2"
reading should be 121 amp-hrs . These readings are not redundant .
B . VOLTS AMPS meter (M2) - This double-s cale indicator is used t o monitor the voltage
or current being supplied from battery 1 and battery 2 . Selection o f which parameter
(volts or amps ) to monitor is controlled by the BATTERY SELECT switch. In order to use
the same scale for accurate current and voltage , the s cale is graduated from zero to
100. When the VOLTS X l/2 position of the BATTERY SELECT switch is selected , the
meter indication will be twice the value of the actual battery voltage ( i . e . , the
indicator will read 72 for a voltage of 36 Vdc at the battery ) . Similarly , the current
scale reads 2X the actual current flow. The allowable excurs ion of battery voltages ,
66 to 82 (2X volts ) , is bracketed on the scale.
C. MOTOR TEMP SELECT (Sl3 ) - This switch i s used to select the FORWARD or REAR drive motor
temperature sensors to be monitored on the MOTOR °F indicator .
D . BATTERY SELECT (Sl2) - This switch is used to select either voltage o r current of each
battery on the VOLTS-AMPS indicator. This switch should be normally in the amps
position so as to prevent unnecessary battery discharge .
E . BATTERY ° F meter (M3) - This double-scale indicator i s used t o monitor the internal
temperature of each battery . The allowable battery temperatures are bracketed on the
meter.
F. MOTOR °F meter (M4 ) - This double-scale indicator is used to monitor the temperature
of each drive motor. Either the front or rear wheels are monitored at any particular
time . Both left and right wheels of either the front or rear set are monitored
5-4
*
5 . 2. 5
5 . 2 . 6
G .
LRV-3 BASIC
concurrently . Selection of which set of wheels to monitor is made by placing the
MOTOR TEMP SELECT switch to either FORWARD or REAR position. The allowable motor
temperatures are bracketed on the meter.
PWM SELECT (816) This switch is used to energize pulse width modulators in the
motor controller. With the switch in the BOTH position, PWM l and PWM 2 are both
energized, and selection of either PWM 1 or PWM 2 can be made for control of any of
the four drive motors. Placing the switch in the "l" position inhibits power from
energizing PWM 2 �nd all the DRIVE ENABLE switches must be placed in the PWM l
position to achieve motor control . Similarly, if the 11211 position is selected ,
power to PWM l will be inhibited and all DRIVE ENABLE switches must be placed in the
PWM 2 position to control the drive motors. If this switch is placed in PWM l or
PWM 2 position with the corresponding DRIVE ENABLE switches in an opposite position ,
those traction drives which are so set will have full on drive power applied to
them. This condition may be intentionally introduced as a contingency means of
controlling the vehicle . It is known as the "j ackrabbit" mode.
Steering Switches and Circuit Breakers
A . FORWARD steering switch (S9 ) - This switch is used to select either bus A or bus C
to supply power to the forward steering motor. Power is routed from bus A or bus C
through this switch to the input side of the FORWARD steering motor circuit breaker (CB9 ).
B . FORWARD steering circuit breaker (CB9) - This circuit breaker is used to protect the
forward steering motor. Electrical power is routed from bus A or bus C through the
FORWARD steering switch (S9) to the input side of the FORWARD steering circuit breaker .
With the circuit breaker closed , power is then routed directly to the steering motor
armature and to the DCE power supply where it energizes a relay routing ±15 de power
to the forward steering electronics .
C . REAR steering switch (SlO) - This switch is used to select either bus B or bus D
to supply power to the rear steering motor. Power is routed from bus B or bus D
through this switch to the input side of the REAR steering motor circuit breaker (CBlO ) .
D. REAR steering circuit breaker (CBlO) - This circuit breaker is used for the rear
steering motor in the same manner as described for the FORWARD steering circuit breaker.
Drive Power Switches and Circuit Breakers
A . LF (CB5 ), LR (CB7) , RF (CB6) , and RR (CB8) circuit breakers -· These circuit breakers
�� are used to protect the four drive motors from overload damage . The right rear (RR )
and left rear (LR ) circuit breakers receive power from bus B or bus D, depending on
the drive power switches. The right front (RF) and left front ( LF ) circuit breakers
receive power from bus A or C , depending on the setting of the drive power switches.
B. LF (85) , LR (87) , RF (86) , and RR (8 8) switches - These switches are used to select
the appropriate bus to supply power to a specific drive motor . The left front (LF )
5-5
*
5 . 2 . 8
LRV-3 BASIC
and right front (RF) drive motors are powered from bus A when the LF and RF switches
are in the BUS A position. With the switches in the BUS C position, the left front and right front meters are supplied power from bus C . In the OFF position , the
switch prevents power from reaching the drive power circuit breakers . The rear drive motors are similarly powered by selecting the BUS B, BUS D , or OFF positions of the switches . These switches also energize a relay in the DCE which applies ±15 Vdc
power to the selected elect.ronics .
Drive Enable Switches LF ( Sl ) , lR ( S3 ) , RF ( S2 ) , and RR (84) switches - These switches are used to select either
pulse width modulator 1 or 2 for control of a specific drive motor . With any switch in
the PWM 1 position , pulse width modulator 1 will be used to control the drive motor of the
appropriate switch ( i . e . , left rear , right rear , left front , or right front ) . In the OFF
position , full drive power is continuously applied to the applicable drive motor . Thus , the 110FF" position should only be used during contingency modes of operation. These switches have guards placed around them. This is a second method of configuring the contingency
"jackrabbit" mode ( see Paragraph 5 . 2 . 4 . G ) .
Caution and Warning System The caution and warning system is shown schematically as an entity in Drawing 5 . 3 . The normally open temperature switches in the batteries and drive motors close on increasing temperatures . When either battery reaches 125 ± 5° F or any drive motor reaches
400 ± 12° F , the temperature switch closes , energizing the OR logic element and the driver .
The driver then sends a 10-millisecond, 36-V pulse to the coil of the electromagnet which releases the magnet ic hold on the indicator at the top of the console and a spring-loaded
flag flips up . The astronaut resets the flag by pushing it down. The flag will not be released again by the same element until that element first resets.
5 . 3 HAND CONTROLLER The hand controller (Drawing 5 . 4) provides the steering , speed, and braking commands .
Forward movement of the hand controller about the palm pivot point proportionally increases forward speed. Right and lef't movements provide inputs to the two steering motOrs allowing directional control . Moving the reverse inhibit switch down and moving the hand controller
14° rearward past the neutral palm pivot point provides reverse power . Bringing the controller rearward about its lower pivot point initiates braking . The parking brake is engaged by moving the controller fully rearward. To release the parking brake ,
move the hand controller to a steer hard left position. ( In the event of malfunction of the brake release, the contingency parking brake release ring� shown in Drawing 5 . 4 , can be pulled to release the brake . )
It is possible for either forward or reverse power to be applied while braking since the hand controller must be moved through about 50 percent of its brake travel before the drive power inhibit logic is energized.
5-6
*
Nom CB amp
CBl
CB2 70 CB3
CB4
CB5
CB6 25 CB7
CB8
CB9
CBlO
CBll 5
CB12
CB13
CB14 10. 0
TABLE 5-I . - CIRCUIT BREAKER TRIP LEVELS
Maximum trip current Minimum trip current ( trip 1 hr ) ( no trip 1 hr )
+180°F' +180°F 0°F +77°F +l80°F @lo-4mm Hg 0°F +77°F +l80°F @lo-4mm Hg
105 . 0 101 . 5 Bo . o 77.0 84.0 73.5 59.0 4 5 . 9
40 ,0 37 . 5 31 . 5 27.0 36. 3 28 . 75 17 . 5 15.0
8.75 7 . 5 5 . 0 4 . 7 7 . 4 5 . 7 5 3 . 0 2 . 5
16 , 5 15.0 10 . 0 9 . 5 14. 8 11.5 6.0 5.0
5-7
LRV-3 BASIC
Time in sec ( min-max) no preload current @77°F
% of nominal current
200% 4oo%
15-70 sec 2-10 sec
15-40 sec 3-7 sec
15-40 sec 1. 5-4 sec
15-40 sec 1. 5-4 sec
*
TABLE 5-II.- METER DATA - NAVIGATION DISPLAYS
.
Data displayed System Display Display 3a accuracy range resolution
Heading a ±60 0 to 360° l degree Bearing to LMa ±60 0 to 360° 1 degree Range to 1M 6oo m at 5 km 0 to 30 km 0 . 1 km Total distance traveled 2% 0 to 99 km 0 . 1 km Velocity l . 5 km/hr 0 to 20 km/hr l km/hr Sun angle ±20 ±15° 10 Attitude
Pitch ±30 ±25° 50 Roll ±20 ±25° 10
Fixed compens ation 0 . 245 meters/pulse Longitude - All Attitude to ±45° Steering rates 50°/sec maximum Latitude to ±45°
�ef to lunar north
TABLE 5-III.- METER DATA - ENGINEERING PARAMETERS
Meter Units of Display Display Meter measurement range resolution accuracyb
Amp-hour meter Amp-hours -15 to +120 A-h 10 A-h 2 . 8% full scale Volts-amps meter Volts : 0 to 100 V 10 v 2 . 8% full scale
( divided by 2) ( divided by 2 ) Amps : 0 to 100 A 10 A 2 . 8% full scale
Battery temp Degrees 0 to 180° F 20° F 2 . 8% full s cale meter Fahrenheit Drive motor Degrees 200 to 500° F 50° F 2 . 8% full scale temp meter Fahrenheit
b. Meter accuracy is for meter only , not electronics .
5-8
LRV-3 BASIC
I
M 6 -
MS
5 1 5
0
C B 1 4 M 1 M 2 M 3
0 5 1 3
0 C B 1
0 5 1 2
C B 3 0 0
C B 2
0 C B 4 S 9 C B9 C BS C B6 5 5 S6
0 0 0 0 0 0 0
C Bl l S l l $ 1 0 C B1 0 C B 7 CBS 5 7 S S
0 0 0 0 0 0 0 0 C B 1 2
0
N OT E: 51 7 aux power C B b ypass swi tch i s i n stal l ed on l eft undersi de of the control and di sp l ay con so l e
C B 1 3
l 0
5 1 4
0 M4
$ 1 6
0
S 1 S 2
0 0
5 3 54
0 0
Fi g ure 5 - 1 . - Meter , sw itch , and circu i t breaker numberi ng .
5-9
LRV-3 BASIC
4
3
2
1
H
TOE RCSTRAIHS NJINGTIP<;1 ARE ONLY ON ltjBOARD SIDES Or rOOTRESTS
VCI CRO HOI 0 'l0WN STRAP
FRONT VIEW
SEAT BELT DETAIL
VELCRO
G
SIDE VIEW
BUCKLE
SEAT BELT OUTBOARD HALF
HmlEYCOMR FOOTREST
HINGE:: POINT
24 f.-OOII<LSI
f' LAN VICW
FOOTREST DETAIL
� fl::l' l
F
1 5 1 .5
rOOTREST ADJUST ABILITY RANGE L RV-3 FOOTREST I S SET FULLY FORWARD
� HONEYCOMB J;' f'OOTREST
VELCRO STRAP
IV CAMEI<A I
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INBOARD HANDHOLD
OUTBOARD HANUHULD
LRV PLAN VIEW
PLSS SUPPORT
VI:.LCIW STRAP TO KEEP SEAT SUPPORT ERECT
SlAI II�Fr.TION SFQ\JfNCf
D
P LSS SUPPORT
"'--+-f-- ----RE:AC STEERING RECOUPLING TOOL STO'RA<il
FENDER
Si:A f -1::\ASE ASSEMBLY � OUTBOARD HAI\DHOLO (OMITTED FOR CLARITY IN STEPS 1 , ? A�D 4)
SFAT SUPPORT
SEAT BASI;: ASSEMBLY
----"L - - -h -- -___ _ ) _��
STEP 3
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CONTROl AND D I SPLAY CON SOU
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-
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SEAT DHAIL - FRONT VIEW
SEAT DETAIL PI AN VIEW
1 9 . 1 0 ----SRr
TEFL ON INSERTS
VCLCRO rATCII COVERS
NOTES:
A
2 . COVERED STOWAGE BAGS ARC LOCATCD BENEA I H 801 H SEA I S ANO CONN!::.l: I I:.U TO T H E SEAT St.;PPORT MW PLSS SUPPORT CHASSIS MOUNTS
1 . All DIMENSIONS ARE IN INCHES UNLESS OTHERWISE INDICATED ·
APPROVAL
r �_7 SIGNATURES DATE NATIONAL AERONAUTICS &. SPACE ADM I N ISTRATION l-::-::--:0c---:---t-:,,-:;-, 1 MANN!=.O SPACE:.CRAJ- I Ct.N I Oof.l l;/.,/70 HOlJOo fUN. l i:OXAS
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OECA!.: LRV OPERATION INSTRUCTIONS
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VELCRO PATCH
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FORW/\RD = 120 = - ]({1 -
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SELECT - 6!l - - 300 -• 20 � , n . "' . VOLTS X l/2 = -10 = - - -- 0
e - 250 -. "' -8 BOTH §>::: 15 �· • 0 � GC o ::-.t - "" -
AMPS 2 � S T E E R I N G D R I V E
FOK'NARO LF RF B U S A
B DFF
O 0 0 13US C
P O W E R 0 R I V E E N A B L E
REAR L'l RR LR R R LR RR O'JS I3 E3US G ?WM l
8 oFFO 0 0 e oFF8 8 °" 8
GUS r, BUS D ?WM 2
G)
10 .00
CONTROL AND D I SPLAY PANEL
B
LOCK f'ltl
VEHICLE ATTITUDE INDICATOR
L R.OLL R
VEH I CLE ATTITUDE I ND I CATOR
NAV UPDATE POSITION
3 , S S D S H OWr\ IN STO�ED POSITION ONLY.
"· C ANrl W FLAG LOCKING PIN AND ATTiTUDE INDICATOR LOCK!rlll l' l rl NO I S HOWN
A
N
DATE APPROVAL
NOTES: L A L L DIMErJSIONS 1\R£ I N INCHES UNLESS OTHERWISE SPECIFIED
DATE NATIONAL AERONAUTICS & SPACF AOM I N I STRATlON SIGNATURES 1-:::0::R
----------+--i MANNED SPACECRAFT CENTER HOUSTON, 'EXAS
CONTROL A N D D I S P L AY C O N S O L E
44 X 1 7 PAGE 5 - 1 1
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4
* SECTION 6
ELECTRICAL POWER
LRV-3 BASIC
6 , 1 GENERAL
The electrical power subsystem consists of two b'atteries and distribution wiring ,
connectors , switches , circuit breakers , and meters for controlling and monitoring
electrical power.
6.2 BATTERIES
The LRV contains two primary silver-zinc batteries (Drawing 6.1) . Both batteries
are used simultaneously on an approximate-equal-load basis during LRV operation
by selection of various load-to-bus combinations through circuit breakers and
switches on the control display console.
The batteries are located on the forward chassis enclosed by the thermal blanket
and dust covers . Battery 1 ( on the left side facing forward) is connected thermally
to the navigation signal processing unit end serves as a partial heat sink for the
SPU. Battery 2 ( on the right side facing forward) is thermally tied to the directional
gyro unit and serves as a heat sink for the DGU.
The batteries are installed in the LRV on the pad at Kennedy Space Center in an
activated condition and are monitored for voltage and temperature on the ground until
T-18 hours in the countdown. On the lunar surface , the batteries are monitored for
remaining amp-hours , temperature , voltage. s. and output current.
Each battery is capable of carrying the entire LRV electrical load, and the cir
cuitry is designed such that in the event one battery fails the entire electrical
load can be switched to the remaining battery.
6.3 DISTRIBUTION SYSTEM
The electrical schematic for the LRV is shown in Drawing 6,2. The switch and
circuit breaker arrangement is designed to allow switching any electrical load to
either battery.
During normal LRV operation, the navigation system power must remain on during the
entire sortie. To conserve power , all mobility elements ( i . e , traction drives ,
steering motors , drive control electronics , and ±15 Vdc power supplies ) may be turned
off at a stop.
6-1
*
Voltage :
Current :
Capacit y:
Thermal dissipation:
Personnel safety:
TABLE 6-I .- BATTERY DATA
Nominal 36�� Vdc ; Transient 36�� Vdc
47 A , max peaks to 90 A
121 amp-hours (4356 watt-hours) at 36 Vdc nominal 115 amp-hours (4140 watt-hours) at 36 Vdc minimum
High thermal conductance between cell blocks and surfaces of battery case
Pressure relief valve opens at 3 . 1 to 7 psid, closes when differential pressure is below valve ' s relief pressure
LRV-3 BASIC
Case designed to withstand 9 psi (without deformation)
6-2
F
4
3
A
+
2
7 ,94
1
THERMAL SWITCH
J2 �
9.12
V I EW A-A
TEMP T RANSDUCER
B> VENT VALVE
E
MOUNTING BOSS
SPU MOUNTING STUDS --(
1- I.
D
I - + - 8-1
OGU MOUNTING STUDS
'---- MOUNTING BOSSES
8.00 !. 0.01
1 0 . 0 0 (MAX)
V I EW B-8
.. I
SEALANT
FILL PLUG
VENT ST
T E I-LON D I S K
N E GATIVE PLATE
c
\ZINC) __ __/
POSITIVE PLATE {SILVER OXIDEJ
.. I
SEPARATOR
B A APPROVAL
SILVER ZINC BATTERY CELL NEGATIVE TERMINAL
CELL DETA I L
CELL VENT (PRESSURE RELIEF 3 TO 1 0 PSI DIFFERENTIAL PRESSURE)
POSITIVE TERMINAL
CELL CASE
ELECTROLYTE: KOH (POT AS SlUM HYDROX!DEJ
4 .
B> 2 .
NOTES: 1.
EACH CELL HAS A NOMINAL VOLTAGE BETWEEN 1.5 AND l .8V
BATTERY CASE RELIEF VALVE OPENS AND CLOSES AT 3 . 1 TO ., PSID
EACH BATTERY CONTAINS 23 CELLS CONNECTED IN SERIES
All DIMENSIONS IN INCHES UNLESS OTHERWISE SPECIFIED
SIGNATURES DATE NATIONAL AERONA-UTICS & -SPACE ADM I N !STRAT!ON 1-0::cR::-------+-� MANNED SPACECRAFT CENTER
OSGN QC
HOUSTON. TEXAS
BA TT ERY
33 X 1 7 PAGE b-3
6 . 1 SHEET 1 OF 1
4
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CONTROL, AND DISTRIBUTION
6.2
8
7
6
5
2
.,.---.
*
SECTION 7
NAVIGATION
LRV-3 BASIC
7 . 1 GENERAL
A block diagram of the navigation subsystem i s shown in Figure 7-1 . Hardvare
locati ons are shown in Figure 7-2.
The power supply converts the LRV battery voltag� to the ac and de voltages required
for operation of the navigation subsystem components . Signal inputs t o the sub
system are heading with respect to lunar north (which is obtained from a directional
gyro ) and odometer pulses corresponding to a fixed distance (which are obtained from
each traction drive unit ) .
These signals are operated upon by the navigation subsystem which displays the results
as bearing back to the LM, range back to the LM , total distance traveled, and velocity.
The heading with respect to lunar north is displayed directly .
7.2 HEADING
The directional gyro is erected ( case leveled) and torqued until it is aligned with
lunar north. Alignment is accomplished by measuring the inclination of the LRV in
pitch and roll using the attitude indicator ( Drawing 5 .2 ) and the sun angle using the
sun shadow device ( Drawing 5 . 2 ) . This information is relayed to earth where a heading
angle is calculated. The crew then torques the gyro until the heading indicator matches
the calculated value . Gyro torquing can only be done continuously for 2 minutes with
a 5-minute cooldown period following . This enables up to 180° azimuth change per
cycle. The system is initialized by using the SYSTEM RESET switch , which resets all
digital displays and internal registers to zero . Initialization is performed at the
start of each traverse .
The heading angle o f the LRV i s derived directly from the output o f the gyro , which is
generated by a three-wire synchro transmitter and is independent of computed data. The
heading indicator in the integrated position indicator (IPI ) contains a synchro control
trans former and an electromechanical servosystem which drives the control transformer
until a null is achieved with the inputs from the gyro.
7 . 3 ODOMETER
There are four odometers in the system, one for each traction drive unit. Nine
odometer pulses are generated for each revolution of each wheel . These signals are
amplified and shaped in the motor controller circuitry and enter the line receiver
in the SPU. The odometer pulses from only the right rear wheel enter the velocity
processor for display on the LRV SPEED indicator.
Odometer pulses from all four wheels enter the odometer logic via the SPU line
receivers. This logic selects the third-fastest wheel for use in the distance
computation. This insures that the odometer output pulses will not be based on a
wheel which is locked , nor will they be based on a wheel that is spinning .
NOTE
The odometer logic cannot distingUish between forward and reverse wheel rotation. Therefore , reverse operation of the LRV adds to the odometer reading.
7-1
* LRV-3 BASIC
The SPU odometer logic sends outputs directly to the digital distance indicator in
the IPI and to the range/bearing processor in the SPU. Upon entering the range/
bearing processor , the outputs initiate holding selection and conversion of heading
sine and cosine to digital numbers . Low voltages (<30 volts ) can cause the distance
indicator to assume a random value upon resuming . normal (>30 volt s ) voltage .
7 . 4 RANGE AND BEARING
The effect of conversion of heading sine and cosine at distance increments is
equivalent to enterini distance increment times sine heading and distance increment
times cosine heading into the AE and AN registers in the digital part of the bearing
and range processor. The digital processor then adds the new 8E and AN numbers to
the components of the east (E) and north (N) accumulators . The E and N accumulators ,
therefore , contain the east and north vector components of the range and bearing back
to the LM . The digital vectoring process then does a vector conversion on the N and
E numbers to obtain range and bearing , which are displayed on digital counters in the
IPI. Each distance increment from the odometer logic initiates the entire sequence
described, and results in the updating of bearing and range . Range and bearing
displays will be retained in the event navigation system power is less than 30 volt s ,
but mozy b e lost upon return of normal power ,
7. 5 SUN SHADOW DEVICE
The sun shadow device is used to determine LRV heading with respect to the sun . Scale
length is 15 degrees either side of zero in one-degree increment s . The sun shadow
device can be used at sun elevation angles up to 75°.
TABLE 7-I . - POWER REQUIREMENTS
Initialization and warmup ( 1 . 5 minutes max from closing of navigation CB)
Operating: OOU
SPU
Displozy electronics
Total •
7-2
12 watts
28
5
92 watts
45 watts
S i g nal processi ng un i t < S P U >
LRV - Power .. To SPU e lectroni c s -- supp ly � batteries
• -
A nalog D i g ital
D irectional - to Pol ar to rectang ular 1 gyro .
d i g i tal accumu l ator 1 and converter rectangu l ar to
po l ar converter
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Wheel -- Li ne � Odometer counts rece i vers ... log i c
Velocity - proce ssor
. <analog )
F i gure 7- 1 . - Navigation subsystem b lock di agram .
-
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-
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He adi ng i ndicator
(an alog servo)
Be ar i ng i ndi cator (di g i tal >
Range i ndic ator Cdi g i tal >
Di stance i ndi c ator (di g i tal )
Ve locity i ndi cator <an alog )
� � H I o w
D i recti onal gyro unit
Odometer (al l 4 whee l s )
Sun shadow device
proce ssi ng unit
I ntegrated posit ion i ndi c ator
i nd icator
Fi g ure 7 - 2 . - Nav ig at ion components .
7 -4
LRV-3 BASIC
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To Be Supplied
7-6
LRV-3 BASIC
DWG 8 . 1 TGE - MECHANICAL
To Be Supplied
8-l
LRV-3 BASIC
DWG 8 . 2 TGE - ELECTRICAL
To Be Supplied
8-2
LRV-3 BASIC
DWG 8 . 3 APOLLO LUNAR SURFACE DRILL AND ANCILLARY EQUIPMENT
To Be Supplied
8-3
LRV-3 BASIC
DWG 8 . 4 SEP - MECHANICAL
To Be Supplied
8-4
LRV-3 BASIC
DWG 8 . 5 SEP - ELECTRICAL
To Be Supplied
8-5
LRV-3 BASIC
. .
·· L.UNAR "'IDUL.E INTERFAC::E . ·
.
* SECTION 9
I,RV DEPLOYMENT MECHANISM SPACE SUPPORT EQUIPMENT. (SSE)
LRV-3 BASIC
9 . 1 PERFORMANCE
The LRV Deployment Mechanism is requi red to support and restrain the stowed LRV in the
Quadrant I stowage bey of the 1M during earth-lunar transit, and to deploy the stowed
vehicle to the lunar surface . The SSE is required to deploy the LRV within 15 minutes
with the 1M tilted up to 14-l/2 degrees in any direction and with the bottom of the
de·s cent stage 14 to 62 inches above the lrma:r surface . LRV deployment manual activity
i s normally performed by both crewmen .
9 . 2 EQUIPMENT DESCRIPTION
9 . 2 . 1
9 . 2 . 2
The Deployment Mechanism consists o f two basic subsystems o f hardware , the structural
support s ubsystem and the deployment hardware subsystem. The function of the structural
support subsystem is to structurally support the LRV in the 1M during launch boost ,
earth-lunar trasit and landing. The function of the deployment hardware subsystem is
to deploy the LRV from the 1M to the lunar surface after landing ,
Structural Support Subsystem
The structural support subsystem includes two steel SUPPORT SPOOLS at the lower
( left and right ) sides of the 1M quadrant. 'I'he spools are bolted to support arms
(walking hinge members ) . Aluminum tube tripod structure att ached to the LRV center
chassis terminate in left and right tripOd apex fittings which attach to the support
spools . The apex ritting halves are pinned together and clamped to the spools to
support the LRV. The LRV is restrained against outboard rotation. by an aluminum strut
(the UPPER SUPPORT ARM) in the upper center of the LM, -connecting the inboard quadrant
corner structure to an LRV center chassis standoff with a pin.
Deplgyment Hardware System
The deployment hardware system (Figure 9-1 , sheet 1 ) consists of bellcranks , linkages
and pins to release the LRV from the structural subsystem , thus allowing the LRV to
deploy from the LM. It also consists of braked reels , braked reel operating tapes ,
braked reel deployment cables , LRV rotation :initiating push-off spring , telescopic
tubes , chassis latches , release pin mechanisms , and LRV rotation support points , all
of whi ch operate in the following manner and sequence.
9 , 3 LRV DEPLOYMENT
The deployment of the LRV from the 1M to the lunar surface consists of the following
five bas ic phases :
Phase I - Deployment from the stowed position of both left and right braked reel
operating t apes (left and right reel ops tapes ) and the deployment lanyard.
Phase II - Operating the D-ring to disconnect the LRV from the structural support
subsystem.
9-l
*
9 . 3 . 2
LRV-3 BASIC
Phase III - Operating t he ri ght b raked reel t o unfold the LRV and lower the aft chassis
wheels to the lunar surface.
Phase IV - Operating the left b raked reel to lower the forward chassis wheels to the
lunar surface.
Phase V - Disconnecting the deployment hardware f rom the LRV after all four wheels
are on t he surface.
Phase I
NOTE
P ri o r t o Phase I the thennal blanket must be pulled and pre-deployment inspection accomplished. Speci al considerat i on should be gi ven to the walking hinges to assure they are both latched , with the latching arm securely ag ainst the dog and the visible white stripe ali gned.
Phase I consists of deployment of t he two braked reel ope rating tapes and the deploy
ment l anyard from their stowed positi ons. The right b raked reel oper ating t ape i s
stowed i n a nylon bag att ached t o the lower right support arm by velcro tape. The
left braked reel operating tape is stowed on t he left side of the LRV center chassis
in a nylon bag attached t o the lower left support arm by velcro tape . ( See
Figure 9-1 , sheet 1 , K/2 . ) The deployment lanyard is stowed on the left side of the
LRV cente r chassis by teflon clips . The deployment lanyard is used to assist
deployment of the LRV if .it stops during any phase of t he deployment .
Phase II
At the completi on of Phase I , the astronaut pulls the D-ring , which is located on the
right side of the p orch. The first 5-6 inches of travel of t he D-ring removes t he two
lower release pins ( Detail C) from the apex fittings, releasing the lower halves and
allowing t hem t o fall awa:y immediately or during deployment rotat i on. The apex fittings
are now configured to lift off t he support spools when required. The last segment
of travel of the D-ring removes t he upper release pin ( Det ail A ) . When the upper
release pin is removed, the push-off spring r ot ates the LRV out from the LM
appr oximately 4° , taking up the slack in the outer deployment cables ( out rigger cables) .
Phase III
The LRV is now released from the LM and is ready t o be deployed t o t he lun ar surface .
During the entire Phase III operations, the astronaut operates the ri ght BRAKED REEL
OPERATING TAPE. The b raked reel is a worm and wheel gear arrangement. W hen the
operating tape is pulled , the cable storage drum rotates feeding off cable from the
drum ( Detail B ) . The cable i s att ached t o t he LRV center chassis and, as the LRV
rotates outb oard due t o gravity , the cable resists the motion of the LRV due t o the
gearing of the braked reel. As the drum is rot ated, feeding out cable , t he LRV is
9-2
* LRV-3 BASIC
allowed to rotate and deploy . For the first 15° o f rotation , the LRV rotates on the
apex fittings . At 15° of rotation, the support arm is engaged by the LRV and the point
of rotation shifts from the apex fittings to the support arm, at which point the apex
fitting lifts off the support spools . The deployment lanyard may or may not be required
at this time , depending on the landing attitude . of the LM.
The LRV continues to rotate about the support arm. At 35° rotation , the lower telescopic
tube ratchets are engaged, preventing any reYerse rotation o f the telescopic tube
assembly about its lo;-rer pivot point s . The telescopic tube assembly consists of three
telescoped aluminum tubes , hinged to the LM structure ( lower center of the 1M quadrant )
and connected at the top by the saddle . The aluminum s addle fits to the forward
s ection of the forward chassi s , held by two dowel pins and a ball-lock pin clevis j oint .
The saddle carries the pulleys , cables and pin mechanisms whereby the forward and aft
LRV chas sis are unlocked from the stowed ( folded) LRV position. As the LRV moves out
board , the 45° cable tightens , and rotates the s addle pulley ( Detail E ) . This rotation
actuates (rotates ) two additional pulleys , each with a steel cable and ball-lock pin,
The two ball-lock pins lock the connection between forward and aft chassis to the
console post mounted on the center chassis . If either the aft or forward chas sis latch
pin fails to pull , the deployment lanyard may be pulled to help accomplish this action
or the latch pins may be manually pulled hy utilizing the LRV contingency tool.
The telescopic tubes and forward chassis- stop at 45° due to the 45° center cable
( chassis latch actuating cable ) becoming taU"t ; then , by counteracting forces of the
LRV forward chassis hinge torsion spring , the telescopic tubes and forward chassis
return to the 35° position ( stop due to the telescopic tube ratchet ) . The center
chassis and aft chassis continue to deploy . After it is unlocke d , the aft chassis
fully deploys (unfolds ) automat ically due to the aft chassis hinge torque bars ,
until it latches with the center chassis .
The wire mesh LRV wheels are held in the stowed position by four wheel lock struts .
One end of each strut is held by a steel wheel lock strut PIN to the aft or forward
chas sis structure . The other end of each strut is held to the wheel hub by a pin
( in the hub ) . The wheel lock strut pins are pulled by a steel cable s o linked as to
pull the pins as the aft or forward chassis opens approximately 170°. When the pins
are pulle d , the spring-loaded wheels deploy to the operati onal position. As the
wheels rotate outboard to the deployed position, a mechanism within the wheel hub
retracts the pin retaining the wheel strut . The strut is thus freed at both ends ,
and falls free during wheel deployment movement . Each strut is retained by a 1/8
inch diameter mylar tether .
The LRV center/aft chassis continues outboard rotation , pivoting around the lower
support arm latch. During LRV outboard rotation, the telescopic tubes extend
( lengthen ) . Before 72° LRV rotation an anti-collapse telescopic tube latch in each
tube engages to prevent shortening (but permit elongation of tubes ) .
9-3
*
9 . 3 . 4
9 . 3 .5
LRV-3 BASIC
At approximately 73° center chassis angle , the cam on the forward sides of the
center chassis strut ( engaged in the lower support arm· latch) strikes the steel
latch arm (Detail D) . As the chassis rotates , the cam forces the latch lock arm down
out of a safety retaining spring, and unlocks the latch. The center/aft chassis
continues to rotate until the aft chassis wheel� are on the surface. The wheels are
locked with the emergency hand brake and therefore must slide on the surface. Depending
on the landing attitude of the 1M and the condition of the surface , the wheels might
not slide on the lunar surface , therefore use of the deployment lanyard by the astronaut
would be required. The astronaut continues to actuate the right braked reel operating
tape to allow the forward chassis hinge to deploy by virtue of the forward chassis hinge
torsion spring. Concurrently , the center/aft chassis moves outboard, away from the LM.
At this point in the sequence , the 45° ( center) CABLE becomes taut due to the outboard
movement of the entire LRV. The center chassis continues to move down but is driven
outboard by the forward chassis springs . As the angle between forward and center
chassis approaches 170° , the forward wheel lock strtit pins in the forward chassis
release and the forward wheels deploy as did the aft wheels . The astronaut then pulls
the pins that attach the two outer braked reel deployment cables ( outrigger cables ) to
the center chassis .
Phase III is complete ( motion ceases ) with the aft wheels on the lunar surface , with
forward and aft chassis locked to the center chassis , all wheels deployed , all four
wheel struts free and hanging from their tethers , the outer braked reel deployment
( outrigger) cables released, and with the forward chassis held up by the telescopic
tube assembly and the 45° ( center) cable.
Phase IV
This phase of the deployment consists of the astronaut actuating the left BRAKED REEL
OPERATING TAPE , thus allowing the forward wheels to lower to the surface . Again , the
deployment lanyard may be required at this point if the aft wheels will not slide on
the surface .
Phase V
NOTE
The left braked operating tape must be pulled until slack exists in the 45° ( center) cable to insure saddle release.
This phase consists of releasing the deployment hardware from the LRV . The astronaut
pulls up on the saddle release cable located on the left rear side of the forward
chassi s . This operation releases a ball-lock pin which holds the saddle on the forward
chassis (Detail F ) . When the saddle is released the following hardware goes with it :
• Telescopic tube assembly
• Forward and aft chassis lock relase pins
• Forward chassis wheel lock struts and tethers
9-4
* LRV-3 BASIC
The astronaut then pulls a ball-lock pin , located on the aft center of the aft
chassis . 1'his releases the deployment lanyard and the aft chass i s wheel lock struts
(Detail G ) .
At this point , the deployment of the LRV from the LM to the lunar surface i s complet e .
9-5
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LRV MANUAL DEPLOYMENT MECHANISM (SPACE
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PAGE 9-10
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