Quick recap of the past activity done on NI and WI payloads:
Over the past days, after the NI and WI payloads installation, some activity concerning the optimization of the driving has been performed. We focused on reducing the coupling among the longitudinal and the angular corrections at the level of the marionette.
North Input payload:
Concerning yaw (ty) and roll (tz), the usual procedure to estimate the driving coefficients has been performed. Iterative DC corr steps in the longitudinal DoF have been applied in order to estimate the correct driving coefficients which minimized the couplings among the different DoFs.
For what it concerns the coupling between length and pitch (tx), other than DC constant coefficient (same as for ty and tz), above about 100 mHz there is an additional non negligible frequency dependent component which is mainly related to the mechanics of the payload, which couples the pitch rotation of the system for a given longitudinal force applied to the marionette.
This mechanical component is usually implemented as a filter filtering part of the Z correction going in the tx correction branch (zC-txC).
In order to estimate the new zC-txC filter we injected noise separately in the Z driving and TX driving, in different working conditions in order to estimate differences within the angular spectra for different driving implementation. Namely, relevant GPS are the following:
gpsZc=utc2gps(2026,08,05,14,05,00); durZc=2400; % noise zC in WI and NI with old compensator zC_txC
gpsZcWI=utc2gps(2026,08,05,14,48,00);durZcWI=1000; % noise zC in WI with NO compensator zC_txC
gpsZcNI=utc2gps(2026,08,05,14,48,00);durZcNI=2400; % noise zC in NI with NO compensator zC_txC
gpsNItxc=utc2gps(2026,08,05,15,31,30);durNItxc=2400; % noise TXc in NI
gpsWItxc=utc2gps(2026,08,05,16,40,00);durWItxc=1000; % noise TXc in WI
gpsZcNI2=utc2gps(2026,08,11,14,35,30);durZcNI2=900; % noise zC in NI with NEW compensator zC_txC
The zC-txC filter is extracted by computing the ratio between the two measured transfer functions of TX opLev response over Zcorr and TX opLev response over TXcorr during the several noise injections.
Results of the measurements are reported in fig.1, where in blue is reported the overall zC-txC transfer function, from which the DC flat coefficient has been obtained, while in red the consequent residual frequency dependent filter, to be fitted and implemented, is reported. In fig.2 the fit of the compensator is shown.
In fig.3 are reported the comparison of the NI TX opLev signal in different time stamps, during Z corr injections, i.e. the initial condition with the older driving compensator (blue), the same signal with the compensator switched off (red), response with the new implemented global driving (both tx, ty and tz), with only the DC coefficient for txC applied (yellow). Final response with the final driving configuration with also the zC-txC frequency dependent compensation implemented, is reported in the purple trace.
Both in the yellow and in the purple plots, the coupling reductions is evident with respect to the initial conditions, apart from mainly the region of the pendulum resonances, namely 0.4 and 0.7 Hz.
For reference, in fig.4 and 5, response of NI TY and TZ local control signals at the same gps time stamps are reported.
West Input payload:
Driving optimization has been performed as well for the WI pay. Result of the activity can be appreciated by looking at the clean data, while locked on the arms, in particular the TFs between the angular corrections and the longitudinal one before (blue) and after (red) the activity, see fig.6.
Concerning zC-txC frequency dependent compensator, same measurement done for NI has been done also for WI, by obtaining similar response to be fitted (fig.7). This compensator has not been implemented.
In the next future, we will explore the option to investigate further the length 2 pitch coupling, in particular in the region of the resonances, if there is a way to improve it.