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FC044 3/29/71 lllllilililillll!ililll
==· NATIONAL AERONAUTICS AND SPACE ADMINISTRATION APou..o It; LUNAR ROVING
:::::::::::::::::::::::
VEHICLE SYSTEMS HANDBOOK
lfltilit ·.·.·.·.·.·.·.·.·.·.·.· l:�!II!iliiiiiii :::::::;::::::::::::::: t���}}}} ltliiiil ·:·:·:·:·:·:·:·:·:·:·:·
REVA
::::::::::::::::::::::: :::::::::::::::::::::::
JUNE 22, 1971 (NASA-TM-X-67465) LUNAR HOVING VEHICLE
SYSTEMS HANDBOOK, REVISION A (NASA) 22 Jun. 1971 95 p CSCL 13F
(ACCESS�N �MBER) (THRU) 0 -------,.=��_)�------ [3 � (PAG7 (/ (>S (CoDy ; (N�r:l� �fx OR AD NUMBER) (CATE�ORY) ... ... AVAILABLE TO U.S. GOVERNMENT AGENCIES
• • • • • • • • • • • 0 • • • • • • • 0 • • 0 • 0 • • • • • • • • • • 0 • • • • • • 0 • • • . . . . . . . . . . . . • • • • • • 0 0 • • • • • • 0 • • 0 • • • 0 • . . . . . . . . . . . • 0 • • • 0 • • 0 • • • • • 0 . 0 0 • • • • • • • • • • 0 . 0 • • • • . . . . . . . . . . . • • • • • • 0 • • 0 • • . . . . . . . . . . . • 0 • • • • • • • • • • . . . . . . . . . . . . . . . . . . . . . . .
AND CONTRACTORS ONLY
PREPARED BY
X72-10040
Unclas F3/11 11208
:j=:::::::li:lllil::::: FLIGHT CONTROL DIVISION r ·� �� . ... . • ••
. (. ·.
I INT R ODU C T I ON
2 G ENE R AL
INFO R MA T I ON
3 ST R U C TURE
4 MOB I Ll TY
6 ELE C T R I C AL
POWE R
7 NAIII G AT ION
8 EQUIPMENT
S T OWAG E
. ...
-.; . .,;. MANNED SPACECRAFT CENTER
� . . .. r.· .. .
· .. . ...
HOUSTON.TEXAS
�CEDlliG PAC'" *
. ' .
APOLLO
LUNAR ROVING VEHICLE SYSTEMS HANDBOOK
LRV-1
REV A
PREFACE
This document has been prepared by the Flight Control Division, Manned Spacecraft Center, Houston, Texas. This document is a complete reissue which replaces the Lunar Roving Vehicle Systems Handbook, dated March 29, 1971. Information contained within this document represents the lunar roving vehicle systems as of June 22, 1971.
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, LS006-002-2H, 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 Division. Revisions or PCN's 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
Eugene F. Kranz Chief, Flight Control Division
ii
.. APOLLO
LUN<\R ROVI� VEHICLE SYSTEMS HMDBOOK
LRV-1
REV A
JUNE 22, 1971
TABLE OF CONTENTS AND ITEM EFFECTIVITY
ITEM TITLE HAIIDBOOK PUB S!GNOFF PAGE REMARKS
DATE
SECTION 1 INTRODUCTION
PAR 1.1 LRV ACRONYMS AND ABBREVIATIONS REV A 6/22/71 1-1
PAR 1.2 DRAWl� SYMEIOL STANDARDS REV A 6/22/71 1-2
SECTION 2 GENERAL INFORMATION
PAR 2.1 LRV DESCRIPTION REV A 6/22/71 2-1
SECTION 3 STRUCTURE
PAR 3 .1 SUBSYSTEM DESCRIPTION REV A 6/22/71 3-1
PAR 3.2 THERMAL CONTROL REV A 6/22/71 3-1
PAR 3.3 DUST CONTROL REV A 6/22/71 3-2
DWG 3.1 CHASSIS REV A 6/22/71 3-3
DWG 3.2 THERMAL CONTROL REV A 6/22/71 3-4
SECTION 4 MOBILITY
PAR 4.1 SUBSYSTEM DESCRIPTION REV A 6/22/71 4-1
PAR 4. 2 WHEEL REV A 6/22/71 4-1
PAR 4.3 SUSPENSION REV A 6/22/71 4-1
PAR 4.4 TRACTION DRIVE REV A 6/22/71 4-1
PAR 4. 5 STEER!� REV A 6/22/71 4-2
PAR 4.6 DRIVE CONTROL ELECTRONICS REV A 6/22/71 4-3
DWG 4.1 WHEEL ASSEMBLY REV A 6/22/71 4-4
DWG 4.2 DECOUPLI� ASSEMBLY REV A 6/22/71 4-5
DWG 4.3 SUSPENSION SYSTEM REV A 6/22/71 4-6
DWG 4.4 TRACTION DRIVE ASSEMBLY REV A 6/22/71 4-7
DWG 4.5 BRAKE ASSEMBLY REV A 6/22/71 4-8
DWG 4.6 STEERING SYSTEM MECHANICAL REV A 6/22/71 4-9
DWG 4. 7 STEERING SYSTEM ELECTRICAL REV A 6/22/71 4-10
DWG 4.8 DRIVE CONTROL ELECTRONICS REV A 6/22/71 4-11
SECTION 5 CREW STATION
PAR 5.1 HARDWARE REV A 6/22/71 5-1
PAR 5. 2 CONTROL AND DISPLAY PANEL REV A 6/22/71 5-2
PAR 5. 3 HAND CONTROLLER REV A 6/22/71 5-6
TAB 5-1 CIRCUIT BREAKER TRIP LEVELS REV A 6/22/71 5-7
TAB 5-I I METER DATA - NAVIGATION DISPLAYS REV A &/22/71 5-8
TAB 5-l II METER DATA - E�INEERI� PARAMETERS REV A 6/22/71 5-8
FIG 5-1 METER, SWITCH, AND CIRCUIT BREAKER N..MBERI� REV A 6/22/71 5-9
DWG 5.1 CREW STATION HARDWARE REV A 6/22/71 5-10
DWG 5. 2 CONTROL AND DISPLAY CONSOLE REV A 6/22/71 5-11
DWG 5. 3 SENSORS, DISPLAYS, AND SWITCH!� REV A 6/22/71 5-12
DWG 5.4 BRAKE CABLE LAYOUT AND HMD CONTROLLER MECH/ELEC REV A 6/22/71 5-13
iii
ITEM
PAR 6.1
PAR 6. 2
PAR 6. 3
TAB 6-I
DWG 6.1
DWG 6. 21
PAR 7.1
PAR 7.2
PAR 7. 3
PAR 7.4
PAR 7. 5
TAB 7-I
FIG 7-1
FIG 7-2
DWG 7.1
PAR 8.1
PAR 8. 2
PAR 8. 3
LRV REV A
TABLE OF CONTENTS AND ITEM EFFECTIVITY JUNE 22, 1971 (CONCLUDED)
TITLE HIW:JBOOK PUB
SECTION 6 ELECTRICAL POWER
GENERAL
BATTER! ES
DISTRIBUTION
BATTERY DATA
BATTERY
ELECTRICAL POWER, CONTROL, AND DISTRIBUTION
REV A
REV A
REV A
REV A
REV A
REV A
GENERAL
HEADING
OO�ETER
RANGE AND BEAR lNG
SUN SKI\DOW DEVICE
POWER REQUIREMENTS
NAVIGATION SUBSYSTEM BLOCK DIAGRAM
NAVIGATION C�PONENTS
NAVIGATION SYSTEM
SECTION 7 NAVIGATION
REV A
REV A
REV A
REV A
REV A
REV A
REV A
REV A
REV A
SECT! UN 8 EQUIPMENT STOWAGE
I NTRODUC Tl ON
FORWARD CHASSIS PAYLOAD PROVISIONS
CENTER CHASSIS PAYLOAD PROVISIONS
iv
REV A
REV A
REV A
SIGNOFF DATE
PAGE
6/22/71 6-1
6/22/71 6-1
6/22/71 6-l
6/22/71 6-2
6/22/71 6-3
6/22/71 6-4
6/22/71 7-1
6/22/71 7-1
6/22/71 7-1
6/22/71 7-2
6/22/71 7-2
6/22/71 7-2
6/22/71 7-3
6/22/71 7-4
6/22/71 7-5
6/22/71 8-1
6/22/71 8-1
6/22/71 8-1
REMARKS
•
SECTION 1
INTRODUCTION
1.1 LRV ACRONYMS AND ABBREVIATIONS
ac A de amp ant assy
C B CDC
de DCE DGU
F fld fWd
gnd
HS
inhib insul IPI
instl
km
LCRU
I.M LRV
max mde MOC R
ms MSFN
MSS mtr
N/A neg norm
oper out
pet PLSS
pos posn pri PWM pwr
alternating current ampere( s) de ampere( s) antenna assembly
circuit breaker control and display consol e
direct current drive control electronics directional gyro unit
fuse. Fahrenheit field forward
ground
heat sink
inhibit insulation integrated position indicator installation
kilometer( s)
lunar communications relay unit lunar module lunar roving vehicle
maximum mode Mission O perations Control Room millisecond Manned Space Flight N etwork mobility subsystem motor
not appl icabl e negative normal
operate output
percent portable l ife support system positive position primary pul se width modulator power
1-1
ref �eg rev rly rst
sci sig snsr SPU SW sup sys
T temp therm
v Vac Vdc
w WH
LRV REV A
reference regulator reverse relay reset
scienti fi c signal sensor signal proces s ing unit switch supply system
temperature temperature thermal
vol t(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 l ine, power anj control . -
A . Electrical connected
B . Electrical crossover
Direct ional flow arrows . -
Mechanical linkage .-
1-2
LRV REV A
1.2.2 1.2.2.1
Elec tric al Symbols
Switc hes.-A. Switc h format
/ XXXXXXXXXX ...,----Major title
XXXXXXXXXX �• _\�,---Minor titl e Switc h name r-------... as shown on 1 I D wg 5 .2---..;1r-.....,.� xxxxx 1
Switc h art (Shown in same position as the c ircuit c onfiguration)
I XXX I I o...... •.xxx I I �XXX I I I I XXX • I : . C xxx I I 'LJ I I XXX • I
l Switc h contac t nomenclature
Switc h position nomenclature as shown on Dwg 5.2
I sxxj .. --- Switc h number L.-------
B. Two- position switc h'
C . T hree-position switc h
-� ··---
• 0 ...
•
1.2.2.2 C irc uit breaker.-
XXXXX ..., _____ Major title
/ XXXXX ..,., __ __.\.,., ___ Minor title .. -------� I XXX • I
II o;L.,. I I XA�
I I
C ircuit breaker name as shown on Dwg 5.2 Amperage
I cexx .... t�---Circ uit breaker .. _______ .. number
1-3
LRV R EV A
1. 2 . 2 . 3 Battery.-
1. 2 . 2 .4 R elays.-
A. Latching relay
B. Non-latching relay
� l Latching contacts
�··----.... 1
I I I
----�.r...----
1 Momentary con tacts I•
--� , .. __ _
]] XXX....,.--Nomenclature
1-4
LRV REV A
1.2.2.5 �·-
1.2.2.6 System ground.-
1.2.2. 7 �·-A. General
B. Zener
c. Tunnel
D. Control rectifier ( SCR)
E. Triac
I
�
XXX- Limiting voltage
1-5
LRV REV A
1 . 2.2 .8
1. 2 . 2.9
Potentiometer.-
Resistors.A. Fi xed
XXX..,__ R ating
T XXX- Rating
--'V\Iv--
B. Thermi stor or resistance thermometer ( any element whose sensing resistance vari es with temperature regardl ess of polari ty)
1. 2.2 . 10 Thermostat.-
� XXXX ---Range
1 . 2 . 2. 11 Ampli fier.-
Inverting input -----{ l
Noninverting input
1-6
Power input
O utput
LRV REV A
LRV REV A
1 . 2 . 2 . 12 C apacitors.-
� A. F ixed
-H-I
I B. Variable
4t' 1.2. 2 . 13 D igital inverter.-
----EJ----1 . 2 . 2 . 14 s;mchro transmitter.-
1.2.2.15 �·-
1-7
l. 2. 2.16 Ga tes .
A . And
B. Nand
C . Or
D. Nor
E. Excl usive or
1 . 2 . 2.17 Electrical filter.-
1 . 2 . 2.18 Transistors.-A. NPN
� Open circle indicates an inverter.
B. PNP
1-8
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
LRV REV A
1 . 2 . 3
1 . 2 . 3 . 1
1 . 2 . 3.2
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 references . - Zone references direct attention
from one area to another in the same or another drawing .
The "Z" shown below, with appropriate zone locators , indicates
the exact area referenced.
X coordinate -------4� A Z 1 �---- Y coordinate
xx.x
LWhen this number appears , it refers to another drawing . When there is no number , the zone refers to another area on the same drawing .
Th e hexagon ( "hex") , shown below , i s used to connect
one line to another line on the same or on another
drawing . The appropriate "Z" appears next to the
"hex" to direct attention to the location of the
corresponsing reference .
1-9
LRV REV A
PRr:C�, . .... -· :'AGE··· IVai,.;� NOT FILMED
* SECTION 2
GENERAL INFORMATION
LRV REV A
2 . 1 LRV DESCRIPTION
The LRV is a four-wheeled , electrically propelled , manually controlled vehicle
to be used for transporting crewmen and e�uipment on the lunar surface, The vehi c le
has accommodations for two crewmen and has the stowed auxiliary e�uipment designed
for a particular mission,
Either crewman may control the LRV by utilizing the hand controller installed midway
between the two seats . All controls and 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,
2-1
* SECTION 3
STRUCTURE LRV REV A
3.1 SUBSYSTEM DESCRIP TION
The LRV structure subsystem consists of the chassis. ( Drawing 3,1 ), passive and active thermal control devices, and dust control devices,
3,2 THERMAL CON TROL
3 . 2 . 1
3 . 2 . 2
3 . 2 . 2 . 1
3 . 2 . 2 . 2
Thermal control ( Drawing 3 .2 ) is incorporated into the LRV to dissipate excessive heat from operating equipment in the forward chassis, to maintain operating limitations of instruments on the control and displ� console, and to relieve excessive heat from the crew station, Thermal control is provided in the forms of surface finish, insulation, radiative surfaces, thermal mirrors, thermal straps, and fusible mass heat sinks. A warning flag is provided to indicate battery or traction drive overtemperatures.
Foward C hassis Thermal C ontrol Thermal control on the forward chassis is provided by straps, thermal mirrors, thermal
blankets, fusible mass heat sinks, and dust covers. These protect the drive control electronics (DCE), signal processing unit ( SPU), directional gyro unit (DGU ) and batteries 1 and 2 from overheating. Thermal blankets are composed of 15 l�ers of aluminized mylar with 14 layers of interspersed nylon net.
Aluminum thermal straps connected to the DCE, SPU, and DGU transfer heat away from these electronic components and store it in the batteries and/or the fusible mass heat sinks.
Fused silica thermal mirrors are incorporated on top of batteries 1 and 2 , the S PU , and the DCE and operate to dissipate heat from the batteries and fusible mass heat sinks when the dust covers are opened.
Fiber-glass dust covers over both batteries and the SPU are opened manually and close automatically by means of a bimetallic closing actuator (Drawing 3 . 2 ) . The SPU cover is linked with the battery 1 cover, and, as such, will open and close at the same time. Temperature limits are described in the subsystem descriptions.
Crew S tation Thermal C ontrol
Control and display console (CDC).-- All instruments on the C DC are mounted to an
aluminum plate which is isolated by multilayer insulation and fiber-glass mounts. The external surfaces of the C DC are coated with heat resistant paint (Dow-Corning 92-007 ) ,
an d the faceplate is black-anodized.
C enter chassis.-- Handholds, footrests, tubular sections of seats, and center and aft floor panels are anodized.
3-1
* LRV REV A
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 tenders, boots, covers ,
seals, and caps .
Fiber-glass fenders control the dust created by the wheels. The fenders consi st 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 art 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 hermeti cally 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 .
Fiber-glass covers over the batteries and SPU provide dust protection for the thermal
mirrors while closed.
3-2
FOLDOUT FRAME � 4
�
3
�
2
1
BATTERIES
K
-� "
r DIRECTIONAL GYRO UIIJIT
' ';, ' , -., ' ' I I .... ') I
�-:, .� '0 II
J
DRIVE AND STE ERI N G C ON TROL AND ELE CTRON I CS ASSY
H
FClLC•C,tJT Ff.')�:·�.,,: t_ 2.
( /---i------�---------------,
I ----- '
t---- --- �
\ ' -- __ _L· B>'�----------------j) - -
/
G
[?OUTBOARD TOE HOLD �
t� l Ol 1�1
F
FOLDOUT FRAME 3
ELBOW �
,.,..,..,----- ------ ----r�- -- -- ----�-r�� ,
:��0
n \ ', :--rl ,_
-f I
- ------------ - -----� ___ ,/ / 1'>-.. --
- / � 11---
SIGNAL PROCESS U•�IT
TV CAMERA MOUNT I N G F ITTI N G 8 ��
� J SUSPENSION
I . v n � � SUPPONT FITT"'
�� I I I I t-
r=r--1 d----6.00 NOMI NAL
S lEERING M OTOR STOW E D C ON FI GURAT I O N
rT 28 .so I
1 1
SRP ..j.. T
D E PLOYED CON FIGURATION + l : : �T EE � 55.45 • -11 - I . I II - - ----+ +-----
:: FRAM E M E M B ER7 ----,
4.50
.111:1 ...... 0 .. �-=.--;,--:-� ,�-. u a1 f> I REMOVABLE FLOOR PANEL· L "".""' Fli>ON PANEL
SRP
FORWARD CHASS I S EQU I PMENT I N STALLAT I ON 1.50
H I G H GAI N ANT E N N A M OU NT I NG F I TT IN G
'-... "...... -� 'r(" n
' .s::> £ -,y/ " -ff :t'··. �\..> � � I . � I I
, .... ..)
!
' *'j ELBOW "'-... I�._.// '-�""
r-�-r--rl ---;;-fliU�T I _ll u
t-
[9�,;:�( ___
_
____ _:: ______ �:::::::: \J
�
@/;;
_
_
_
_
_
_
___
_
__
_ _:-�---
-\ \
\�
-'----- - - -- -+ � I - - - -- '\) l .' - \ - - -- - I -- -- �/ ', ,,/ ------------ --'
r-IIAC�I� '------------------- --- .,.'-------
STA 15.50
29.0 .. � FORWARD CHASS I S
STA 44.30
27.5 C E N T ER vn"-'-''-'
l AFT CHASSIS
53.0
109.5
STA 86.00
STA 97.50
STA 125.00
TYP ICAL SUS PEN S I ON SU P PORT F ITI ING
�
RBL 14.50
BL -0-
LBL 14.50
LBL 27.75
LBL 40.50
F c
I j I I n A
E
FOLDOUt FRAME if
TORSION BAR
('
�/'< v
/�
... /
D
/ ,_
'"\ . I . ' <
I
j /
--� ,::�
-�--�� � :t II 1" l,
', I' � I b I'
*'' -, 1'1 � ' ..........._ ,! -; �� �SPRING LOADED
c
�n�w
L CENTER SECTIONS ,020 X 27,65 X 52,00
LOOKING FROM UNDERSIDE OF VEHICLE
u�J�
OUTSIDE LOCK PIN
)RWARD 'ASS IS
I
HINGE
CENTER CHASSIS
------.�..-�---L.-1-.
HINGE IN DEPLOYED POSITION (SIDE VIEWJ
A
SPRING RETAINER
� I I H• SNAP RING f:<:':--:--<1 {illi>'-. �6��Ng
1�0ADED G>
SECTION A-A TYPICAL BOTH SIDES
CENTER CHASSIS
B
FOL"OOUT FRAME ,-�-·-" � .. ::-.. " �/
/ !'. ... �- - 1 ' ,v
A COMMENTS:
'� ............ r:.-
"1.95 "'
APPROVAL '· 0,.
:'G � r,_, � ---- - - , I I ' �
� '1t��)\\/ "'-.....tf/�:! '11 �. ,, * , , V.t �-- ,:
,, /'17 ?r �J
l\/ "
" '� � :--... 'I /
', ""-... ��::;:,. ,.... ',� TEE �
L2.30_J
'\:::_STAINLESS STEEL BLIND FLUSH NUT
FLOOR PANEL
BONDED DOUBLER
FLOOR PANELS
TYPICAL BEAD SECTION PER MC152
SIGNATURES
l4> FENDER EXTENSIONS DEPLOYED BY CREW
b OUTBOARD TOE HOLD I 5 THE CENTER MEMBER OF THE DEPLOYMENT TRIPOD AND IS INSTALLED BY THE CREW AFTER LRV IS ON THE LUNAR SURFACE
[3> HINGES I NOTES: G> HINGE IS LOCKED IN DEPLOYED
POSITION WHEN LOCK PIN IS FLUSH WITH CHASSIS.
I DATE I NATIONAL AERONAUTICS & SPACE ADMINISTRATION MANNED SPACECRAFT CENTER HOUSTON, TEXAS
QC �-,p, �· I.S-Jo-?1{ I CHASSIS
;:;/2E���;;I LRV I DWG NO 3 .I
55 X 17 I PAGE 3-3 I SHEET 1 OF 1
4
3
2
1
4
3
...
2
1
F
BIMETALLIC BATTERY COVER ACTUATOR
@
E
SUPPORT LINK
@
@ @ @
i
DUST COVER
WAX 1 11 <...._
D + c
EOt:OOUT H�f/, ·-· t-
DCE
B>
HAND CONTROLLER
+
-· I I AFT STEERING MOTOR
[3>
B A
A COMMENTS:
EOLDOU1 FRf',:vi c �
� BLACK INDICATES AREAS HAVING THERMAL CONTROL BY SURFACE FINISH
G> OPERATING LIMITS FOR DCE: 460" R TO 619" R DCE USES 3-l/2 LB OCTADECANE WAX FOR PARTIAL THERMAL CONTROL
I)> SPU USES 2-l/4 LB EICOSANE" WAX FOR PARTIAL THERMAL CONTROL WITH THERMAL STRAP TO BATTERY NO 1
[3> FENDER SHOWN DEPLOYED
NOTES: b AT 50" BATTERY TEMPERATURE, THE COVERS WI LL CLOSE
l - - I DATE I NATIONAL AERONAUTICS & SPACE ADMINISTRATION SIGNATURES MANNED SPACECRAFT CENTER HOUSTON. TEXAS
THERMAL CONTROL
AUTH � .. - LRV I OWG NO t. �� ,«.._ -rl�k ,-�.,I
33 X 17 PAGE 3-4
3.2 SHEET 1-QF 1
4
3
I+
1 2
1
I
� • SECTION 4 MOBILITY
LRV REV A
4 . 1 SUBSYSTEM DESCRIPTION
The LRV mobility subsystem consists of the wheels , suspension , traction drive ,
steering mechanical , steering electrical , and drive control electronics .
4 . 2 WHEEL
Each wheel ( Drawing 4 . 1 ) consists of an open wire mesh. tire with chevron 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 .
Each tire is capable of maintaining full operat ions with 10 percent of the wire elements
broken.
Each wheel can be uncoupled from the traction drive by operation of the two decoupling
mechanisms (Drawing 4 . 2), whi ch allows 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 tor that wheel .
4 . 3 SUSPENSION
The chassis i s 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 lover torsion bars carrying the remaining 85 percent . Wheel vertical travel and rate
of travel is limited by a damper connection between the chassis and each upper suspension
arm. The damper limits wheel vertical travel to 6 inches of j ounce and 4 inches of rebound
under nominal load conditions . The combination deflection of the suspension system/tires
combines to allow 14 inches of chassis ground clearance when the LRV is fully loaded and
17 inches when unloaded .
Damping energy heat i s transferred to the silicone oil (47 cc ) 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 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.
4-1
•
4 . 4 . 1
4.4.2
4 . 4 . 3
4.5
4.5 . 1
Harmonic Drive
LRV REV A
The four harmonic drive reduction units transmit torque 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
navigation 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.
� 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 REV A
and 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 thro�h an inhibit gate to current-limited 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 overload 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
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TO P VIEW LINK FITTING AND LOWER A R M A S SY
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-- TOR SION BAR LENGTH 24.05
13.72
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N O TES: 1. ALL D I M ENSIONS ARE IN IN CHES UNLESS O T HERWI S E S P ECIFI ED
NATIONAL AERONAUTICS & SPACE ADMINISTRATION MANNED SPACECRAFT CENTER HOUSTON TEXAS
SUSPENSION SYSTEM
LRV 4.3
55 X 17 PAGE 4-6 SHEET 1 OF 1
4
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DECOUPLING PLATE I '
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SECTION A-A
B A LTRIPC NI DR ENG DATE APPROVAL
A I INA {,._/'>�\ �, ,; "-c[ COMME NTS:
WHEEL HUB
' � ·', li I % �
6. RfCOUPLING IS ACCOMPLISHED BY ALIGNING THE CLEVISES AND RETURNING THE PINS
5. DECOUPLING RIGHT REAR WHEEL DISABLES SPEEDOMETER
4. DECOUPLING ANY TWO WHEELS DISABLES THE NAV SUBSYSTEM RANGE AND DISTANCE DISPLAY S tSPU LOGIC SELECTS THIRD FASTEST WHEEL FOR DISTANCE COMPUTATIONS)
3. DECOUPLING DISABLES BRAKES, DRIVE POWER, AND ODOMETER TO THAT WHEEL
[3> TO DECOUPLE WHEEL, PULL SPRING OUT AND ROTATE ABOUT WHEEL CEN TERLINE
1. ALL DIMENSI ONS IN INCHES UNLESS OTHERWISE SPEC! FlED
I - - IDA TE I NATIONAL AERONAUTICS • SPACE ADMINISTRATION
MANNED SPACEC"AFT CENTER HOUSTON, TEXAS
DECOUPLING ASSEMBLY
NO.. LRV 4. 2 AUTH 34 X 10. 5 I PAGE 4-5 SHEET 1 OF 1
4
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BEFORE STEERING 0 I SCONNECT
AFTER STEERING DISCONNECT
I ��ME 2. ,1-
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STEERING MOTOR A.NO GEAR TRAIN
T l.b05
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1--------- 20.976 ----------i
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12.t>5 ___________________ __J
TIE ROO
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U> STEERIMC REEMGACEMENT TOOl, STOWED ON AFT CHASSIS
,t,LLDIM�SIONSAREIMIMCHES UNLESS OTHERWISE INDICATED
NOTES: n> ���:.���NriE����::EN
NATIONAL AERONAUTICS & SPACE ADMINISTRATION
MANNED � CENTI!A HOUSTON TEXAS
STEERING SYSTEM MECHANICAL
LRV IJWG NO: 4.6 9l.S X34 I PACE 4·9 SHEET 1 OF 1
8
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CROSS SECTION OF BRAKE ASSEMBLY
BRAKE CABLE CLEVIS
BRACKET ANCHORED TO TRACTION DRIVE MOTOR
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RUBBER DUST BOOT
NOTE: 1. BRAKE BAND LIN IN G THICKNESS O.ll51NCHES, WIDTH 0.735 INCHES
BRAKE CABLE H Z1 5. 4
DATE I NATIONAL AERONAUTICS & SPACE ADMINISTRATION
1 ' Ttl MANNED SPACECRAFT CENTER • HOUSTON. TEXAS ��G���� BRAKE ASSEMBLY -- --- - -- - -
LRV I NO. 4.5
34 X 10.5 IPAGE 4-8 !SHEET 1 OF 1
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END VIEW OF HARMONIC DRIVE ASSY FUNCTIONAL DIAGRAM
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WHEEL-HUB INTERFACE
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3.25
B L TRIPCNI DR
A I IN'-4 COMMENTS:
A ENG R APPROVAL
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NOTE: l. ALL DIMENSIONS ARE IN INCHES UNLESS OTHERWISE SPECIFIED
SIGNATURES I I DATE I NATIONAL AERONAUTICS & SPACE ADMINISTRATION
APP FEC AUTH
MANNED SPACECRAFT CENTER HOUSTON, TEXAS
LRV NO..
TRACTION DRIVE ASSEMBLY
4. 4 34 X 10.5 IPAGE 4-7 SHEET 1 OF 1
4
3
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CCW FIELD WINDING
FORWARD FEEDBACK POT
REAR STEER I NG MOTOR
REAR FEEDBACK POT
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FLYWHEELING DIODE
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FOLDOUT FRAME 3
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b.. I i• , '/"' _L
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CURRENT LIMITING IS HELD TO 1.8 AMPS IN EITHER FIELD WITH RES PECT TO THE OTHER
FLYWHEEL DIODES ALLOW MOTOR FiELDS TO COLLAPSE AFTER EACH PULSE PROVIDING ADDITIONAL POWER
______ _.J_ --Jvv • I i I
(";-.... AMPLITUDE MODULATED [/"' ERROR SIGNAL AND TRIANGLE WAVE OSCILLATOR RESULT IN PULSE WIDTH MODULATION DRIVING SIGNAL TO MOTOR TRANSISTORS
l cz 1 -15VDC 4.8
I I I I I I I I ·-------+--------
NOTES:
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AMPLIFIES ERROR SIGNAL LESS OUTPUT OF CURRENT LIMITER AND APPLIES MIXED OUTPUT TO THE PULSE WIDTH MODULATORS
A PLUS VOLTAGE TURNS TRANSISTOR ON
HOUSTON, TEXAS I -·- .. _ .. __ I .... _ I NATIONAL �ERONAUTICS & SPACE ADMINISTRATION A ; A; - .. MANNED SPACECRAFT CENTER
STEERING SYSTEM ELECTRICAL
AUTH., J2"7'1 LRV I DWG NO r�� £--15� , -
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4.8 SMElt l"'f :t
• SECTION 5 CREW STATION
LRV REV A
5 . 1 HARDWARE
5 . 1.1
5 . 1 .2
5 .1 .3
5 . 1 .4
5 . 1 . 5
5 . 1 . 6
The c rew stati on hardware c onsi sts of seats, footrests, inboard handholds, outboard
handholds, armrest, floor panels, seat b elts, fenders, and toeholds ( Drawing 5 . 1 ) .
� The two LRV seats are tubular aluminum frames spanned ·by nylon. The seats are fol ded flat on to the c en ter chassi s for launch and are erec ted by the c rew after LRV deploymen t on the lunar surface. The seat back is used to support and restrain the p ortable li fe support system ( PLSS) from lateral motion when the c rew memb ers are seate d. The seat erec ti on sequenc e i s shown on Drawing 5.1. Th e seat b ottom c on tains a cutout to allow the c rew access to the PLSS flow c ontrol valves and incl udes verti c al
supports for the PLSS . A stowage bag is provided under eac h sheet.
Footrests For launch, the footrests are stowed against the c enter c has si s floor where they are held by a Velc ro pad. The basic footrest i s deployed by the c rew on the lunar surface
an d i s adjustable prelaunch to accommodate various siz e c rewmen .
Inboard and Outboard Handholds
The inboard handholds are constructed of l-inch o,d. aluminum tubing and are used to
aid the crew in ingress of the LRV. These handholds also c ontain i den tical payload attac h rec eptac les for the 16-mm data-acquisition camera and the lunar c ommunicati ons relay uni t ( LCRU) low-gain antenna.
The outboard handholds are integral parte of the c hassi s. These handholds are used to
provide crew comfort and stability when seated on the LRV. They are also used for
seatbel t attachment .
Armrest
The a.rulrest is used to support the inboard arm of both crewmen when seated to
prevent arm fatigue and to support the arm of the operator duri ng hand c ontroller operation .
Floor Panels
The floor panels in the crew station area are beaded aluminum panel s. The floor is
structurally capable o f supporting the static full weight of standing astronauts.
Seat belts
Nylon vebb10f!! seat belts are provided tor each seat . The belt end terminates in a
hook which is used to attach and remove the belt to the outboard handhold. Length
of the belt ia adjusted by a buckle. A apring-loaded stretc h section ( 2 . 5-inc h stretc h) in the belt eliminates the necessity of belt lengt h adj ustments while fastening or
releasing the belt .
5-1
*
5 . 1 . 7
5.1 . 8
Fenders
LRV REV A
The retractable portion of each fender is deployed by the astronaut during LRV act ivat ion
on the lunar surfac e .
Outboard Toehold
The outboard toeholds are used to aid the crew in egressing the LRV in one-s ixth gravity
operations . Each toehold is formed by dismantling the left and right LRV /LM interfac e 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 operat ional position of the toehold . It is a l s o the
tool used to decouple the wheel , to release the telescoping tubes and saddle fitt ing on the forward chassis , and to free the steering decoupling 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 funct ional part s :
navigat ion on the upper part o f 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 indi cations 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 s ide of zero .
B . Integrated position indicator ( IPI ) - The IPI cons ists of the heading compass card,
range- and bearing-to-1M 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 i s
calibrated in two-degree increments .
D . BEARING (M6 ) - This digital indicator displays bearing t o the LM . This indicator
reads in one-degree di gi ts . I n 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 digi tal i ndicator dis plays distance traveled by the LRV in
increments of 0 . 1 km . This display is driven from the navigat ion signal processing
unit which , in turn , receives its inputs from the third-fastest traction-drive
odometer . Total digital scale capacity i s 99 . 9 km . Power loss will freeze the
5-2
•
5 . 2 . 2
5 . 2 . 3
LRV REV A
- - - - ---�
reading but restoration of normal power may cause the indicator to assume random
values .
F . RANGE (M6 ) - This digital indicator displays the distance to the 1M and , like the
BEARING di splay , will remain intact in the event of power failure with poss ible loss
of information after restoration of power . Total . digital scale capacity is 99 . 9 km , graduated on 0 . 1-km increment s .
� Operation in reverse adds to the distance-traveled di splay and will bias the range and bearing values .
G . Sun shadow device - This device is used to 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 LR V 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.
� 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 navigat ion gyro at the rate of
1 . 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 t orquing limit with a 5-minute cooldown
period afterwards . This allows 180° of gyro torquing per cycle .
B. NAV POWER (CB1 3 ) - This circuit breaker i s used to route power from the main buses B
and D to the navigation subsystem. The navigat ion and power distribut ion system is
designed to provide power for the navigat ion 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 alloving no changes in the navigation displ�s . Restoring navigation
power mq cause the navigation displqs to assume random readings .
C . SYSTEM RESET (Sl4 ) - This switch i s used t o 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 circuit breaker receives input power from
5-3
*
5 . 2 . 4
both batteries via buses A and C .
LRV REV A
B. BAT 1 BUS A (CBl ) - This c ircuit breaker is used to energize bus A with power from
battery 1 .
C . BAT 1 BUS B (CB3) - This circuit breaker is used to energize bus B with power from
battery 1 .
D . BAT 2 BUS C ( CB2 ) - This circuit breaker i s used to energize bus C with power from
battery 2 .
E . BAT 2 BUS D ( CB4 ) - This circuit breaker is used to energize bus D with power from
battery 2 .
F . ± 1 5 D C PRIM/OFF/SEC switch ( Sll ) - This switch i s used t o route 3 6 Vdc power from
buses B and D to the ±15 DC PRIM ( CBll ) or ±15 DC SEC ( CB12 ) circuit breakers .
G . ±15 DC PRIM ( CBll ) - Thi s circuit breaker i s used t o route 3 6 Vdc power from the
±15 DC PRIM/OFF/SEC switch to the input of the primary ±15 volt de power supply .
H . ± 1 5 DC SEC ( CB12 ) - This circuit breaker is used to 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 Mete�
A . AMP-HR meter (Ml ) - This double-scale indicator i s 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 . Thes e readings are not redundant .
B. VOLTS AMPS meter (M2 ) - Thi s double-scale indicator is used to monitor the voltage
or current being supplied from battery 1 and battery 2 . Selection of which parameter
(volt s or amps ) to monitor is controlled by the BATTERY SELECT switch. In order to use the same scale for accurate current and voltage , the scale is graduated from zero to
100. When the VOLTS X 1/2 pos ition 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 ) . The allowable excursion
of battery voltages , 66 to 82 ( 2X volts ) , is bracketed on the scale .
C . MOTOR TEMP SELECT ( Sl 3 ) - This switch i s used to select the FORWARD or R EAR drive motor
temperature sensors to be monitored on the MOTOR °F indicator .
D . BATTERY SELECT ( Sl2 ) - This switch is used to select e ither voltage or current of each
battery on the VOLTS AMPS indicator .
E. BATTERY °F meter (M3 ) - This double-scale indicator is used to 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 part icular
t ime . Both left and right wheels of either the front or rear set are monitored
5-4
*
5 . 2 . 5
5 . 2 . 6
LRV REV A
concurrently. Selection of which set of wheels to monitor i s made by placing the
MOTOR TEMP SELECT switch to either FORWARD or REAR position . The allowable motor
temperatures are bracketed on the meter.
G. PWM SELECT ( Sl6 ) This switch is used to energize pulse width modulators in the
motor controller . With the switch in the BOTH po�ition , PWM 1 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 "1" position inhibits power from
energizing PWM 2 and all the DRIVE ENABLE switches must be placed in the PWM 1
position to achieve motor control. Similarly , if the "2" position is selected ,
power to PWM 1 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 1 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 "jackrabbit" 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 c ircuit breaker ( CB9 ) - This c ircuit breaker is used t o 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 t o 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 c ircuit 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 ) c ircuit breakers receive power from bus B or bus D , depending on
the drive power switches . The right front (RF ) and left front ( LF ) c ircuit breakers
receive power from bus A or C , depending on the setting of the drive power switches .
B . LF ( S5 ) , LR ( S7 ) , RF ( S6 ) , and RR ( S8 ) 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 . 7
5 . 2 . 8
LRV REV A
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 motors 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 rel� in the DCE whi ch applies ±15 Vdc
power to the selected electroni cs .
Drive Enable Switches
LF ( Sl ) , LR ( S3 ) , RF ( S2 ) , and RR ( S 4 ) switches - These switches are used to select either
pulse width modulator 1 or 2 for control of a spec ific 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 appli cable drive motor . Thus , the
"OFF" 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
"j ackrabbit" 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 increas ing
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 .
5 . 3 HAND CONTROLER
The hand controller ( Drawing 5 . 4 ) provides the steering , speed , and braking commands .
Forward movement of the hand controller about the palm pivot point proport ionally increases
forward speed. Right and left 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 ita lower pivot point inititates braking. The parking brake
is engaged by moving the controller fully rearward . To release the parking brake ,
move the hand controller to a steer left position . ( In 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 7 . 5
LRV REV A
TABLE 5-I.- CIRCUIT BREAJCER TRIP LEVELS
Time in sec (min-max) Maximum trip current Minimum trip current no preload current @77°F
( trip 1 hr ) ( no trip 1 hr ) % of nominal current
+180°F +180°F 0°F +77°F +180°F @lo-4mm Hg 0°F +77°F +180°F @lo-4mm Hg 200% 400%
105 . 0 101 . 5 ao . o 77 . 0 84 . o 7 3 . 5 59 . 0 4 5 . 9 15-70 sec 2-10 sec
4o . o 37 . 5 31. 5 27.0 36. 3 28 . 75 17 . 5 1 5 . 0 1 5-40 sec 3-7 sec
8 .75 7 . 5 5.0 4.7 7 . 4 5o75 3 . 0 2.5 1 5-40 s ec 1. 5-4 sec
12. 38 11. 2 7 . 5 7 . 12 11 .1 8 . 63 4 . 5 3 . 8 15-40 sec 1. 5-4 sec
5-7
* LRY REV A
TABLE 5-II. - METER DATA - NAVIGATION DISPLAYS
Data displayed System Display Display 3o accuracy range resolution
Heading a ±60 0 to 360° 1 degree
Bearing to LMa ±60 0 to 360° . 1 degree
Range to 1M 600 m at 5 km 0 to 30 km 0 . 1 km
Total distance traveled 2% 0 to 99 km 0 . 1 km
Velocity 1 . 5 km/hr 0 to 20 km/hr 1 km/hr
Sun angle ±20 ±15° 10
Attitude
Pitch ±30 ±25° 50
Roll ±20 ±25° 10
Fixed compensation 0 . 2 45 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
Units of Display Display Meter Meter measurement range resolut i on accuracyb
Amp-hour meter Amp-hours -15 to +120 A-h 10 A-h 2 . 8% full s c ale
Volts-amps meter Volts : 0 to 100 V 10 v 2 . 8% full s cale ( 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
�eter accuracy is for meter only , not electronics .
5-8
C B1 3 0
M 6 M S 5 1 5 5 1 4 0 0
C B1 4 M l M 2 M 3 M4 0 5 1 3
0 C B 1 0 5 1 2 5 1 6
C B3 0 0 0
C B 2 0
C B4 59 C B9 C BS CB6 55 56 51 5 2 0 0 0 0 0 0 0 0 0
C B 1 1 5 1 1 5 1 0 C B1 0 CB7 CB8 5 7 58 5 3 54 0 0 0 0 0 0 0 0 0 0 C B 1 2 0
Fi g ure 5 - 1 . - Meter , sw i tch , an d c ircu i t breaker numberi ng .
5-9
LRV REV A
4
3
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2
1
IJ
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SEAT BELT DETA I L
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C H A S S I S
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S EAT B E LT OUTBOARD HALF
P LAN VI E W
HONEYCOMB FOOTREST
HINGE POINT
S I DE VIEW
FOOTRE ST
FOOTREST DETA I L
STEP l
F
1 5� �,�\_�� .. FOOTREST ADJ U S TABILITY RAN G E
TV CAM ERA MOUNT! NG BRAC K E T
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�-. : \ _ _ _ __ _ ---1 -1
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S EAT SUPPORT
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--- _ l -'------
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SEAT BASE ASSEMBLY
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-- - - +-+----
STEP 4
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T E FLON INSERTS
- VELCRO PAT C H COVERS
NOTE S :
S I G NA T URE S DATE
A
COMMENTS :
;l}\�·/E 'B
2. STOWAGE BAGS ARE LOCATED BENEAT H BOT H SEATS AND CON NECTED T O T H E S E A T S U P PORT A N D P LSS S U P PORT CHAS SIS MOUNTS
1 . A L L D I M E N SIONS ARE IN I N C H E S U N LE SS O T HERW I S E I N DICATED
NATIONAL AERONAUT I C S & SPACE A D M I N ISTRATION - � MANNED SPACECRAFT CENTER HOUSTON. TEXAS
C R E W S TAT I O N H A R D WA R E
LRV I DWG N O 5 . 1
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CONTROL AND D I S PLAY CONSOLE - MECHAN I CAL
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S E LE C T r BATTERY 1r MOTOR , MOTOR TEMP 1
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- 180 -: 160 :
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- 300 -
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S T E E R I N G I D R I V E P O W E R I D R I V E E N A B LE
FO RWARD LF RF BUS A BOFFO 0 0 BUS C
REAR LR RR BUS B 8 0FF0 1 0 0 BUS D
(f)
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CONTROL AND D I S PLAY PANEL
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: ·� - : :·����\.L-� � I COMMENTS : �----__jl
L O C K PIN
VEHICLE ATT ITUDE I N D ICATOR
VEH ICLE ATT ITUDE I N D ICATOR NAV U PDATE POS I T ION
3 . S S D SHOWN IN STORED P O S I T ION ONLY.
2 . C AND W FLAG LOCKING P I N A N D A T T I T U D E I N DI CATOR LOCK I N G PIN NOT S HOWN .
NOTES: 1 . A LL D I M E N S I O N S ARE I N I N C H E S UN LESS O T HE RW I S E SPECIFI E D
S IG NATURE S DATE N A T I O N A L A E R O N A U T I C S & SPACE A D M I N I S T R A T I O N MANNED SPACECRAFT CENTER HOUSTON, TEXAS
CONTROL AND DISPLAY CON SOLE
AUTH �� -,•n• I LRV I S I ZE I DWG NO l ' ���'ii'� 44 X 1 7 PAGE 5-11
5 . 2 SHEE T O F
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I S R ELEASED B Y S T E E R I N G L E rT
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SICNATIIR� t::. I . _ .. _ _ I OATE I NATIONAl AERONAUTICS & SPACE AOMINISTRATION
M·I:T·W MANNED SPACECRAFT CENTER HOUSTON. TEXAS
BRAKE CABLE LAYOUT AND HAND CONTROLLER
MECH/ EL EC
I r I I LRV rWG �0 I FECL(.,;; 11i44 r$P/u &8 X 22 PAGE 5 l3 I SHEE T 1 OF 1
5.4
4
3
..
2
• SECTION 6
ELECTRICAL POWER
LRV REV A
6 . 1 GENERAL
The electrical power subsystem consists of two batteries 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 displ� console .
The batteries are located on the forward chassis enclosed by the thermal blanket
and dust covers . Battery 1 ( on the left s ide facing forward} is connected thermally
to the navigation signal processing unit and 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 , 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
cir.cuit 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 :
Capacity :
Thermal dissipation :
Personnel safety :
TABLE 6-I .- BATTERY DATA
LRV REV A
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 cas e
Pressure relief valve opens at 3 . 1 t o 7 psi d , closes when differential pressure is below valve ' s relief pressure
Case designed to withstand 9 psi (without deformation )
6-2
F
4
3
2
7 .94
1 L I
T HE RMAL SWI T C H
J1 � 0
� J2 �
9 . 1 2
V I EW A-A
TEMP T RAN S D U C E R
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MOUNT I N G B O S S
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1 --1 ! l �
D
I - · +> - 0-
1
DGU M O U N T I N G STUDS
'----- M O U N T I N G B O S S E S
8 . 00 ± 0 . 0 1 10 .00 (MAXJ
V I EW B -B
FOLD·:: '_: ·
SEALANT
FILL PLUG
VENT STAND P I P E
T E FLON D I S K
N E GATIVE PLATE
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POSITIVE ERMINAL
CE L L CAS E
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��-;-----------+------ PLAT E CON N E CT O R TAB
CELL DETA I L
E L E C T ROLYT E : KOH ( P OT A S S IU M HYD RO X I D E )
4 .
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N O T E S : l .
EACH C EL L HAS A N O M INAL VOLTA G E B ETW E EN l , 5 AND l . 8V
BATTERY C A S E R E L I E F VALVE O P E N S AND C LO S E S AT 3 . 1 TO 7 P S I D
E A C H BATT ERY C O N TAI N S 2 3 C E L L S C O N N EC TED I N S ER I E S
A L L D I M E N S I O N S I N I N CHES U N L E S S OTHERWISE S P E C I F I E D
SIGNATURES HOUSTON. TEXAS I I DATE I NATIONAL AERONAUTICS & S PACE ADM I N I STRATION
MANNED SPACECRAFT CENTER
B ATTERY APP
I FEC ;e;; 4£4? I S · Jfl· 7,, LRV I DWG NO
33 X 17 PAGE 6-3
6 . 1 S H E E T l O F l
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.. _ _ _ _ _ _ _ _ ,.
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G> • 3!,V Oti T111S Liti[ l tilRGIH S A RHA� IN T11£ • I�V rOWER SUPPLY WHICH TURNS OfT • 15V PQW[R TQ PWM 1
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B> ���:���"':vE ����l.!i���Ft��
NO 0c:P���TSOR
[l> THE LRVIS OfPtOVEOWITH THE LRVttCRU POWER CASU CONNECT EO TO TH£ LRV AUJIILIARV CONNECTOR 8> ORIVE MOTOR WILL H"Vf FUll DRlVf POWER APPLIED If' DRIVf fNABLE SWITCH IS TURNlDOH DR IF �ELECTED PWM IS IIIOT E,.ERGilED
r;-..._ P\\M SELECT SWITCH INHtS!l� PWU NOT V sHEcno
rA,,l b 4
8
7
6
5
4
3
2
I
*
SECTION 7
NAVIGATION
LRV REV A
7 . 1 GENERAL
A block diagram of the navigation subsystem is shown in Figure 7-1 . Hardware
locations are shown in Figure 7-2 .
The power supply converts the LRV battery voltage to the ac and de voltages required
for operation of the navigation subsystem components . Signal inputs to 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 of 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
transformer 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 rrom 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 s elects 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 i s locked , nor will they be based on a wheel that is spinning .
N� 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 REV A
The SPU odometer logic sends outputs directly to the digital distance indicator in
the !PI 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 volts ) volta�e .
7 . 4 RANGE AND BEARING
The effect of conversion of heading s ine and cosine at distance increments is
equivalent to entering 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 AE 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 o f 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 count ers in the
!PI . 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 volts ,
but may be 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 increments . The sun shadow
device can be used at sun elevation angles up to 7 5° .
TABLE 7-I . - POWER REQUIREMENTS
Initialization and warmup ( 1 . 5 minutes max from closing of navigation CB)
Operating : DGU
SPU
Display electronics Total . • . • • • •
7-2
12 watts
28
5
92 watts
45 watts
....... I
�
LRV batteries
D irect ion al g yro
Whee l counts
---
-..
--
S i g nal proce ssi ng uni t C S PU )
Power - To S PU e lectroni cs supp l y
-
-...
Analog D i gital
--
� �
Li ne - Odometer rece i vers - log i c
Veloci ty - proce ssor .. <analog )
F i gure 7- 1 . - N av i gat ion subsystem block di agram .
I ntegrated pos i tion i ndi cator (I PI >
Headi ng - i ndi cator -<anal og servo)
Beari ng - indicator -(di gi tal>
Range - i ndicator -(di gi tal >
D i stance - i n di cator ... <di g i tal >
Ve loc i ty - i ndi cator .. <analog )
- - - - - - ·- -- ---- -
r;:a < < >
D i rect i onal g yro un i t
O dometer (a l l 4 w hee l s )
S u n shadow de v i ce
proce ssi ng un i t
I ntegrate d posi t i o n i ndi c at or
Att i tu de i ndi c ator
F i g ure 7 - 2 . - Nav i g at i o n component s .
7 -4
L RV R EV A
I I
8
-
7
-
6
-
5
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4
-
3
-
2
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-K
' 20 SPEED RETURN SPEED
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SECTION 8
EQUIPMENT STOWAGE
LRV REV A
8 . 1 INTRODUCTION
This section contains the LRV auxiliary equipment which includes provisions for
transporting mis cellaneous equipment for support of lunar activities , including
experiments , communications , and photography . Detailed stowage provisions can be
found in the Apollo 15 Lunar Roving Vehicle ( LRV) , Lunar Surface Equipment Stowage
Location and Criteria , MSC-03991 Revision A , dated April 15 , 1971 .
8 . 2 FORWARD CHASSIS PAYLOAD PROVISIONS
8 . 2 . 1
8 . 2 . 2
8 . 2 . 3
The LRV forward chassis contains the equipment necessary to transport the lunar
communications relay unit ( LCRU ) , the high-gain antenna , and the color TV camera
with remote command azimuth-elevation control unit .
Lunar Communications Relay Unit
The LCRU is mounted in the two i nboard receptacles on the LRV forward chassis forward
frame member . The two LRV support posts are installed in these receptacles prior
to LRV delivery to Kennedy Space Center . The LRV/LCRU power cable is connected to
the LRV auxiliary connector before launch . The LCRU support posts and LRV/LCRU power
cable are carried on the LRV during launch and translunar flight .
High-Gain Antenna and Ground-Controlled Television Assembly
The high-gain antenna is secured to the left outboard receptacle on the forward
chas s i s forward frame member . This receptacle i s identical to the one on the right
outboard side for the television camera/azimuth-elevation unit . To rotate antenna
azimuth setting , grasp handle , push down to unlock , turn to desired setting snd
rele as e . Staff locks in last position . The GCTA is a 525-line , sequentially scsnned ,
color television camera. When mounted to the LRV it has ground remote command
capability in azimuth , elevation , zoom , and iri s .
Auxiliary Connector
The auxiliary connector provides power for the LCRU. Power at the connector is
fUrnished at 36�� Vdc at a power level not exceeding 150 watts through the AUX POWER CB on the c•D panel . Source impedance at the connector is less than 0 . 4 ohms shunted
by 6oo-microfarad capacitance . Prior to launch the LCRU power cable is attached to the
auxiliary connector .
8 . 3 CENTER CHASSIS PAYLOAD PROVISIONS
8 . 3 . 1
The center chassill has provisions t o carry auxiliary equipment on the i nboard hsnd
holds , under the crew seats , and on the chassis floor .
Inboard Handhold P!fload Receptacle
The inboard handholds are provided with receptacles for supporting the 16-11111 data
acquisition camera and low-gain antenna. In addition , a map holder clip is attached
to the right-hand inboard hsndhold during lunar surface preparation .
8-1
*
8 . 3 . 2
8 . 3 . 3
8 . 3 . 4
Under-Seat Stowage
LRV REV A
One collapsible stowage bag is provided under each a eat for transporting m i s cellaneous
payload items . These bags are installed on the LRV before launch. The forward end of each bag is s ecured to the LRV seat support frame . The bags are erected when the seat
s upport frames are rai sed during LRV activat i on . The aft ends of the bags are held i n
place b y springs attached t o t h e rear member of t h e center chas s i s . Rai s i ng t h e seat
off the seat support gives access to the stowage bags .
Floor Payload Stowage
When only one astronaut i s operat ing the LRV , the area normally used by the s econd
crewman may be us e d for payload stowage . The seat c an be placed in the operat i onal
stowage pos ition s e cured by Velcro straps or payload c an be placed on the s eat and
s ecured by the seatbelt . The under-s eat stowage bag must be removed to use the floor
area as a stowage are a .
Back-of-Seat Payload Stowage
The buddy PLSS umbili cal i s carried in a bag attached to the hack of the LRV right
seat .
8-2 NASA _ MSC - Coml , Hou•ton. Te•••
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SIGNATURES DATE NATIONAL AERONAUTICS t. SPACE AOMINISTRATION f)R�l.4..� ·M-M MANNED SP ... CECRAFT CENTER • HOUSTON TE>t..O'
�;-"".;� ' � " ELECTRICAL POWER QC '
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8 EQU I PM E N T STOW A G E
7 N A V I G A T IO N
6 E L E C T R I C A L P O W E R
5 C R E W S T A T IO N
2 G EN E R A L
I N F O R M A T I ON
3 S T R U C T U R E
1 I N T R OD U C T I O N
