CHAPTER 3

Electrohydraulic Servovalve

3.1 Introduction to Electrohydraulic servovalve

First electrohydraulic servovalve (EHSV) was developed by Bill Moog in 1951. In

systems consisting of electric as well as hydraulic components, electrohydraulic
servovalves acts as a bridging component. Electrohydraulic servovalve converts low
power electrical signals into motion of a valve, which in turn controls the flow or
pressure of a hydraulic actuator.

3.2 EHSV classification

EHSV are broadly classified as single stage servovalve or double stage servovalve.
Single stage servovalves consist of a torque motor directly attached to spool to control the
position of the spool [H. E. Merritt, Hydraulic Control Systems, 1967]. Torque motors
are of limited power capabilities thus limiting the hydraulic power capability of single
stage servovalves. In the case of flow forces acting on valves becoming equal to
electromagnetic force single stage servovalves also cause the system to become unstable.
In double stage servovalve preamplification of the motor torque is done which multiplies
the torque produced by torque motor force to overcome opposing forces due to flow,
stiction and forces resulting from acceleration and vibration [H. E. Merritt, Hydraulic
Control Systems, 1967]. In conjugation with torque motor either a flapper nozzle pilot jet
or a jet pipe is used to control the main spool. Two-stage servovalves are classified on the
type of feedback, such as spool position feedback, load flow feedback and load pressure
feedback. The basic construction of the spool position feedback (most widely used
feedback system) can be divided on the type of mechanism used for sensing the position
as direct feedback, force feedback and spring centered feedback.
3.2 Construction of EHSV

Figure 3.1 shows a two-stage flapper nozzle electrohydraulic servovalve controlling a

hydraulic actuator.

Figure 1.1 Two-stage electrohydraulic servovalve

3.2.1 Flapper nozzle system

Flapper nozzle system constitutes the first stage of the two-stage elctrohydraulic
servovalve as shown in figure 3.2. The flapper nozzle system consists of a torque motor
and a flapper nozzle. Permanent magnet torque motors are most widely used to stroke
servovalves, while electric servomotors, magnetostrictive devices, piezoelectric crystals
and proportional solenoids are also being used for this purpose. Torque motors convert
low power electrical excitations into rotational or translational motion and the
torque/force produced is proportional to the exciting current.
 Figure 3.2 Flapper nozzle system
The torque motor has resistance and inductance in the winding, thus current in the
circuit is given by equation 3.1.

̇+I= u Equation 3.1

Where and stands for the inductance and the resistance of the torque motor,
is the current gain amplifier of the controller, u is current from electronic controller
and I is the current to the motor armature.

For small rotations, torque can be assumed linear with the current. If β is the gain of
the torque motor (nearly 0.025 in-lb/ma), the torque developed is given by equation 3.2.

= βI Equation 3.2

When two currents and (in case of multiple armature windings) are given as
shown in figure 3.2, then the total torque due to each current is to be taken into
consideration. Equation 3.1 and equation 3.2 represents the dynamics of the torque
created on the flapper.

The torque developed over the flapper causes deflection of the flapper. Considering
the deflection of the flapper as shown in figure 3.3. , dynamics is given by equation 3.3.
 Figure 3.3 Flapper rotation
= .θ (for small values of theta) Equation 3.3

In the first stage of two-stage electrohydraulic servovalve position control of flapper

nozzle takes place with current excitation. The flapper rotation is the output of the first
stage. Applying Newton’s second law to the flapper,

J=∑F. ̈ Equation 3.4

̈+ ̇+ = - Equation 3.5

Where = f ( ̇ ̇ , ̇ ) and , D and K represent the moment of inertia,

damping and stiffness of flapper armature.

The instantaneous pressures developed in the nozzles and the chamber is given by the
compressibility equation,

̇ = -∑ - ̇)

Where = total inlet volume

∑ = total exit volume

̇ = rate of change of enclosed volume

 When represents the effective bulk modulus of the fluid, inlet volume,
outlet volume, is spool area and ̇ is spool velocity.

̇ = - - ̇ ) Equation 3.6

̇ = - - ̇ ) Equation 3.7

̇ = - - ̇ ) Equation 3.8

The flow through the orifices are represented by the orifice equation as given as

= √ Equation 3.9

= √ Equation 3.10

Where represents the orifice area, is the density of the hydraulic fluid and is
the discharge coefficient of the nozzle.

3.2.2 Pilot spool dynamics

The net force acting on the spool is the resultant of the pressure differential force on
spool, inertia force, friction force and spring force acting on spool. Figure 3.4 shows the
servovalve schematics. By applying Newton’s second law of motion the dynamics of the
spool can be given by equation 3.11 (S. J. Lin).

̈+ ̇+ = ( - )- Equation 3.11

Where, = axial flow force acting on the spool

= mass of the spool valve

= damping of the spool valve

= stiffness of the spool valve

 Figure 3.4 Servovalve schematics

3.2.2 Actuator
The dynamics of the actuator arises due to compressibility flow in chambers A and B. the
dynamics of these compressibility forces can be expressed in the form of instantaneous
pressures developed in chambers A and chamber B. These instantaneous forces are
represented by the equation 3.12 and equation 3.13 respectively.

̇ = - ̇ ) Equation 3.12

̇ = - ̇ ) Equation 3.13

Where, / = instantaneous volumes in the chambers A and B respectively

/ = total incoming or outgoing flow from chambers A and B respectively

= area of the piston

= mass of the piston

 CHAPTER 4

The electrohydraulic load simulator

4.1 Hardware setup

Aircraft has to bear aerodynamic load which depends on several factors such as
altitude of aircraft, angle of attack, relative velocity of wind etc. A Power Drive Unit
(PDU) in the form of hydraulic, electro-hydraulic or an electric motor is the common
choice for driving primary or secondary aircraft control surfaces. Qualifying these
actuation systems along with various other components such as GRA’s and coupling
shafts for different flight conditions (Mach and altitude) within the flight envelope
becomes very critical. A lot of standard test procedures are prepared to prove the
performance of the actuation systems and establish confidence on the critical components
for future airborne operations. Two independent actuation systems are used, one for
providing drive to the test rig and other for producing the load conditions resembling the
actual aerodynamic loads.

Operation of the associated secondary control surface (also referred as hi-lift Surface
(HLS)) is achieved through the PDU. In the present set up under study, the PDUs
comprise of an electric motor present on the drive side of the rig and a double acting
cylinder on the load side, which is driven through an electrohydraulic servovalve. As a
requirement for the endurance testing, a pinion and sector arrangement is connected
directly to one of the geared rotary actuator (GRA) output shaft. The load demand as
torque from the torque side cylinder shall be applied to the GRA through sector and
pinion arrangement while the input to the GRA shall be driven in speed control mode
from the drive side motor. It can be easily seen that the application and test requirements
represent a standard two-inertia motion system that require controls under different
torque demands and drive speeds.
4.2 Components of hardware setup

Thus the components used in consideration are:

1) Electric Drive motor. 2) Step down gear box.

3) Couplings. 4) Encoder.
5) Torque Limiter. 6) Torque sensor.
7) Pinion. 8) Sector.
9) Loadcell. 10) Load arm.
11) Hydraulic cylinder. 12) Bearings.
13) Slider assembly. 14) Locking bracket & spline shaft.

4.2.1 Electric Drive motor

The drive power to the UUT is provided through a Brushless Servo DC motor
(BLDC). Various advantages associated with BLDC over permanent magnet DC motors
are:

1. Electronic switching makes the motor system eco-friendly and also saves energy.

2. BLDC gives higher efficiency over permanent magnet DC motors.

3. Higher torque and higher power density as compared to permanent magnet DC motor.

4. Low maintenance and less noise than other motors.

Figure 2.1 Simplified motor model

Figure 4.1 shows a simplified model of BLDC motor, the motor is represented in terms of
mathematical equations by the equations 4.1 to 4.3.

= Equation 4.1

= ̇ Equation 4.2

- = + Equation 4.3

4.2.2 Double Acting Hydraulic Cylinder

The architecture of the double acting hydraulic cylinder is defined in the Figure 4.3.
Double-acting cylinders permit complete control of movement; double acting cylinders
are powered in both directions. Ram is a form of single acting cylinder in which the
piston rods are of the same diameter. The double rod cylinder has a rod attached to both
sides of the piston. This type of cylinder is center-mounted and is normally used when the
same task is performed at the either end on staggered cycles. Obviously the force and
speed will be the same at either end. The actuator consists of linear displacement piston
which moves between two oil chambers at a supply pressure of 3500 psi and return line
pressure of 50 psi respectively. Piston rod is connected to the point A, the load arm is
pivoted at point O and sector is fixed at point B as shown in the Figure 4.2.

Figure 4.2 Load Arm

Length of Load arm = OB = PCR of sector

So as to prevent the dismounting of the pinion from sector hard-stop arrangement is

provided on both the end strokes. Thus a cushioning is required on forward as well as
return stroke of the piston. Figure 4.3 shows cushioning to be provided at forward and
return strokes of the double acting hydraulic cylinder used for loading the test rig under
study.

Figure 4.3 Double acting hydraulic cylinder

2.4 Sector and Pinion

So as to convert rotary motion of the drive shaft into linear motion of the slat system a
sector pinion arrangement is present. Sector pinion arrangement is engaged to convert
rotary motion available at the output of the drive motor to the linear movement of flap-
slat system, thus enabling the opening and closing of secondary control surfaces (slats
and flaps).

Sector-Pinion Gear Ratio = 20.1

Number of teeth on Pinion = 18

Number of teeth on Sector = 360

Pitch Circle Radius of Sector = 0.3385 m

Cushioning to be provided on Extension stroke = corresponding to 41.72 mm on

retraction

Cushioning to be provided on Retraction stroke = corresponding to 41.43 mm on

Extension

Figure 4.4 Sector and pinion