I

AIAA=88=2819
Evaluation of Innovative
Rocket Engines for
Single Stage Earth-to=Orbit Vehicles
De t lef Mans ki
DFVLR Lampoldhausen
Federal Republic of Germany
and
J ames A. Martin
NASA Langley Research Center
Hampton, VA
AlAAlSAElASMElASEE 24th Joint
Propulsion Conference
J uly 11 -1 3, 1988/Boston, Massachusetts
_I
For permission to copy or republish, contact the American Institute of Aeronautics and Astronautics
370 L'Enfant Promenade, S.W., Washington, D.C. 20024
EVALUATI ON OF I NNOVATI VE ROCKET ENGI NES FOR SI NGLE- STAGE
EARTH- TO- ORBI T VEHI CLES
Det l ef Manski *
DFVLR Ger man Aer ospace Resear ch Est abl i shment
D 7101 Lampol dshausen, Feder al Republ i c of Ger many
J ames A . Mar t i n**
NASA Langl ey Resear ch Cent er
Mai l St op 365. Hampt on, VA 23665
ABSTRACT
Comput er model s Of r ocket engi nes and si ngl e-
St age- t o- or bi t vehi cl es t hat wer e devel oped by t he
aut hor s at DFVLR and NASA have been combi ned. The
r esul t i ng code consi st s of engi ne mass. per f or -
mance, t r aj ect or y and vehi cl e Si zi ng model s. The
engi ne mass model i ncl udes equat i ons f or each
subsyst emand descr i bes t hei r dependences on
var i ous pr opul si on par amet er s. The engi ne per f or -
mance model Consi st s of mul t i di mensi onal set s of
t heor et i cal pr opul si on pr oper t i es and a compl et e
t her modynami c anal ysi s of t he engi ne cycl e. The
vehi cl e anal yses i ncl ude an opt i mi zed t r aj ect or y
anal ysi s. mas8 est i mat i on, and vehi cl e si zi ng.
A ver t i cal - t akeof f , hor i zont al - l andi ng,
si ngl e- st age, wi nged, manned, f ul l y r eusabl e
vehi cl e wi t h a payl oad capabi l i t y of 13.6 Mg
( 30, 000 l b) t o l ow Ear t h or bi t was sel ect ed.
Hydr ogen. met hane, pr opane, and dual - f uel engi nes
wer e st udi ed wi t h st aged- combust i cn. gas-
gener at or , dual bel l , and t he dual - expander
cycl es. Mi xt ur e r at i o, chamber pr essur e, nozzl e
Oxi t pr essur e, l i f t of f accel er at i on, and dual f uel
- pr opul si ve par amet er s wer e opt i mi zed.
I NTHCDUCf ' I ON
Over t he past sever al year s. model s have been
devel oped and appl i ed at t he DFVLR I nst i t ut e of
Chemi cal Pr opul si on t o compar e t he per f or mance of
expendabl e l aunch vehi cl es wi t h var i ous r ocket
engi nes. The emphasi s of t hi s wor k was on t he
cal cul at i on of engi ne per f or mance and mass.
Dur i ng t hi s same t i me. model s wer e bei ng devel oped
at t he NASl i Langl ey Resear ch Cent er t o eval uat e
t he ef ' f ect i veness of var i ous Pocket engi nes on
reusabl e Ear t h- t o- or bi t vehi cl es, wi t h t he engi ne
dat a pr ovi ded by engi ne manuf act ur i ng compani es.
Dur i ng t he past 1- year per i od, t he aut hor s have
been wor ki ng t oget her at t he NASA Langl ey Resear ch
Cent eP t o combi ne t he capabi l i t i es f r omt he t wo
nat i onal space or gani zat i ons.
Thi s Combi ned ef f or t has pr ovi ded a
capabi l i t y t o Opt i mi ze t he Pocket engl nc and
vehi cl e i nt er act i on i n a way t hat has not pr e-
vi ousl y been pos9i hl e. wi t h t he capabi l i t y t o
eval uat e t he ef f ect s of numer ous pwamet er s on t he
vehi cl e desi gn. Wi t hi n t he exi st i ng l i mi t at i ons of
t i me and r esour ccs, Opt i mi zat i on of onl y t he most
i mpor t ant par amet er s was at t empt ed i n t hi s i nves-
t i gat i on. Tni s paper descr i bes t he j oi nt ef f or t ,
t he met hods and capabi l i t i es of t he pr ogr ams
devel oped. and t he r esul t s of t he anal yses. The
r esul t s al l ow a compar i son of numer ous engi ne
concept s wi t h a consi st ent anal ysi s.
*Aer ospace Engi neer , I nst i t ut e f or Chemi cal
Pr opu1si on. Member , AI AA.
**Aer ospace Engi neer , Space Syst ems Di vi si on.
Associ at e Fel l ow, AI AA.
---/
Tbi. p. pr I< d r r b r d rwt 01 Ihr 1,s. <i wt mmmS en6 1%
nn! whj rr# 40 r o g d p h l prulecllnn 10Ihr l'nitrd S~SIC,.
ANALYSI S
Pr opul si on Syst emMass
Engi ne mass:
I n t he engi ne mass model , t he mass i s cal cu-
l at ed usi ng physi cal l y r el at ed equat i ons f ar each
subsyst em. I n t hese equat i ons. mat epi al const ant s
such as al l owabl e st r ess or mi ni mum gauge ar e
adj ust ed Such t hat t he st r uct ur al anal ysi s f i t s
exi st i ng dat a. The Subsyst ems cal cul at ed ar e sum-
mar i zed i n Tabl e 1 t oget her wi t h t he ki nds of
equat i ons used. Wi t h t hese equat i ons, a mass model
was cr eat ed t hat descr i bes t he mass of chemi cal
r ocket engi nes as a f unct i on of t hr ust , chamber
pr essur e, pr opel l ant combi nat i ons, mai n chamber
mi xt ur e r at i o, nozzl e ar ea r at i o, gas- gener at or
mi xt ur e r at i o, ki nd of cycl e, ef f i ci enci es of pumps
and t ur bi nes. and pr essur e l osses i n t he i nj ect or s
and cool i ng channel s.
To i l l ust r at e t he qual i t y of t he engi ne mass
equat i ons, Fi g. 1 shows t wo f ami l i es of cur ves f or
t he t ur bopump mass ver sus chamber pr essur e. wi t h
t he i sent r opi c ef f i ci enci es of t ur bi nes and pumps
as a par amet er . The t wo f ami l i es of cur ves r epr e-
sent t wo mi xt ur e r at i os of t he pr opel l ant
combi nat i on hydr ogen/ oxygen. The mass of t he t ur -
bopump subsyst emi s l ar gel y r esponsi bl e f or t he
i ncr ease of engi ne mass wi t h chamber pr essur e. Thi s
i s because of t he gr eat er t han pr opor t i onal i n-
cr ease of gas- gener at or pr essur e wi t h ChambeP
pr essur e. Thi s ef f ect can be seen mor e cl ear l y i n
Ref . 1 . Addi t i onal char act er i st i cs of t he engi ne
mass model can be seen i n ~e f . 2.
Feed syst emmass
The f eed syst em, whi ch pr ovi des pr opel l ant
f eed f r omt he t anks t o t he pump i nl et s and pr es-
sur i zat i on of t he t anks. has a gr eat i nf l uence on
t he over al l per f or mance of a Pocket l auncher . The
exact det er mi nat i on of t he quant i t y of pr eSsuPant s
can be done onl y by heat t r ansf er cal cul at i ons.
These heat t r ansf er cal cul at i ons have t o be pep-
f cr med on a t ank syst emwi t h a si ze whi ch i ncl udes
t he amount of pr essur ant . Ther ef or e, t he det er mi na-
t i on of t he necessar y pr essur ant mass i s onl y
possi bl e by an i t er at i on l oop over t he t ot al
l auncher i ncl udi ng t he St PUct . uPal mass, t he pr opul -
si on syst emmass, and t he per f or mance cal cul at i on.
The necessar y pr essur ant mass Can be dr ast i -
cal l y r educed by heat i ng t he pr essur ant . The heat
whi ch i s t r ansf er r ed t o t he pr essur ant f r omt he
engi ne cycl e r educes t he speci f i c i mpul se of t he
engi ne. I n addi t i on. t he al l owabl e St r ess of t he
t ank mat er i al i s r educed wi t h i ncr easi ng pr essur ant
t empePat uPe I n t he t ank.
For cases i n whi ch t he pr opel l ant s t hemsel ves
s wv e f or pr essur l zat l on. t he mai n- combust l on-
chamber mi xt ur e r at l o dl f Per s f r omt he t ank
mi xt ur e r at i o. Thi s 1s because t he f uel t o
oxi di zer vol ume r at l o di f f er s f r omi t s mass r at l o.
A si ml l ar ef f ect occur s because of t he secondar y
f l ow i n t he gas- gener at or cycl e. The mai n-
cambust l on chamber mi xt ur e r at i o. t her ef or e, Can
onl y be det er mi ned by an i t er at l ve pr ocess. The
mal n- combust l on- chamber mi xt ur e r at i o must be used
i n cal cul at i on of speci f i c i mpul se, and t he t ank
mi xt ur e r at i o must be used t o si ze t he t anks.
Al l of t hese ef f ect s ar e consi der ed by l t er a-
t l ve pr ocesses I n t he engl ne model ( Ref . 2 ) . A
l ogi cal sepapat l on of pr opul sl on and vehi cl e mass
cal cul at i on i s not possi bl e. For t he cur r ent
l nvest l gat l on, l t er at l ons i ncl udi ng t he t r aj ect or y
cal cul at i on wer e avoi ded. and it was t her ef or e
necessar y t o make t he f ol l owl ng assumpt l ons f or
t he det er mi nat i on of t he Peed syst emmass:
The engl ne wdel was used f or t he f eed syst em
mass l t er at l on, assumi ng a non- wi nged. non-
r eusabl e l auncher ul t h a t akeof f mass of 1500 Hg.
An aver age pr essur ant t emper at ur e i n t he pr opel -
l ant t anks was assumed. The ener gy f or vapor i zi ng
and heat i ng t he pr esswant gas 1s del i ver ed by t he
engi ne cycl e,
The Peduct l on of SpeCi f l C i mpul se f or heat i ng
t he pr essur ant gases vas assumed t o be i nsl g-
ni f i cant and was i gnor ed.
The per f ect gas l aw was assumed.
No vapor i zat i on ef f ect s of t he pr opel l ant by
heat ed pr essur ant hel i umwer e consi der ed.
I f hel i umwas used as pr essur ant . t he vol ume
I ncr ease t o st or e t he hel l uml nsi de a mai n t ank
was not consi der ed.
The f eed Syst emmass cal cul at ed I n t hl s manner
was scal ed wi t h t akeof f mass as descr i bed l at er .
FOP t he anal ysi s t he f ol l owi ng pr essur i zat i on
par amet er s wer e hel d const ant :
* The hydr ogen/ oxygen t anks ar e pr essur l zed wi t h
t he pr opel l ant i t sel f . wi t h pr essur ant t emper a-
t ur es of 150 K f or hydr ogen and 300 K f or oxygen.
The hydr ocar bon/ oxygen t anks ape pr essur i zed
wi t h hel i umwhi ch i s st or ed I n t i t ani umt anks
l nsi de t he cr yogenl c oxygen at 100 K. Tank pr es-
sur ant t emper at ur es ar e 300 K f or f uel and
axydl zer .
I" a dual - f uel vehi cl e. t he hydr ocar bon f uel
t ank i s al so pr essur l zed ul t h hydr ogen at 150 K.
For t he pure pr opane case, Fi g. 2
demonst r at es haw ext ensi ve t he l mpact of t he t ype
of f eed syst emon dry mass can be. The t wo cur ves
r epr esent t he vehi cl e dr y mass ver sus mi xt ur e
r at i o f or pr essur i zat i on wi t h pr opane/ oxygen and
wi t h hel i um. One can see t hat , ul t h hel l umas
pr essur ant , t he dr y mass i s sl gnl f i cant l y l ess,
even af t er i ncl udi ng addi t i onal t anks, made of
t i t ani um, and a suppor t st r uct ur e f o r t hese t anks.
A dr y mass Peduct l on coul d al so be at t ai ned i n t he
hydr ogen/ axygen case I f t he pr essur i zat i on of t he
oxygen t ank wer e per f or med wi t h hel i um.
Engl ne Per f or mance
Theor et i cal per f or mance:
The t heor et l cal per f or mance was cal cul at ed f or
one di mensi onal equi l i br i umr ocket exhaust f l ow by
t he met hod of Ref . 3. These cal cul at i ons wer e ac-
compl l shed bef or ehand, and t he r esul t s wer e st or ed
on dat a f i l es whi ch have t he f or mof a mul t i dl men-
sl onal t abl e havi ng t he f ol l owi ng coor dl nat es:
pr opel l ant combl nat l on, chamber mi xt ur e r at l o.
chamber pr essur e, and nozzl e ar ea r at i o. Each dat a
poi nt cont ai ns al l t he r ocket per f or mance dat a
necessar y t o f ul l y descr i be t he one- di mensl onal
f l ow t hr ough a r ocket chamber and nozzl e: vacuum
speci f i c i mpul se; pr essur e, t emper at ur e, mol ecul ar
mass, and speci f l c- heat r at i o at t he nozzl e exi t ;
and char act er l st i c vel ocl t y, uhl ch 1s not dependent
upon nozzl e expansl on r at i o.
W
Gas- gener at or dat a wer e al so pr ecal cul at ed and
st or ed on dat a f i l es agai n. I n addl t l on t o t he dat a
el ement s l i st ed above f or t he basi c pocket per f or -
mance. t he gas- gener at or dat a l ncl uded as
addi t i onal coor dl nat es l ni t i al ent hal pl es f or f uel
and oxl di zer , uhl ch ar e necessar y t o account f or
t he ef f ect of heat t r ansf er r ed t o t he gas- gener at or
f l owwhen i t 1s used as a cool ant .
Del l ver ed per f or mance:
The t heor et l cal r ocket per f or mance f r omt he
st or ed dat a i s mul t l pl i ed by an ef f i cl ency whl ch
account s f or combust i on and nozzl e l osses. The
nozzl e l osses l ncl ude f r i ot l on. t wo di mensi onal
ef f ect s or di ver gence. and non- egui l l br i umef f ect s.
Fl gur e 3 shows how t hi s ef f l cl ency af f ect s t he
vehi cl e dry mass of hydr ogen and t wo hydr ocar bon
f uel s. Af t er sur veyi ng avai l abl e l i t er at ur e val ues,
combust l on and nozzl e ef f l ci encl es wer e sel ect ed
f or use i n t hi s l nvest l gat l on. The sel ect ed val ues
pr opane.
Cycl e per f or mance:
ar e 971 f or hydr ogen. 96%f or met hane, and 952 f or W
The t heor et l cal per f or mance 1s used t o si ze
t he engi ne chamber and nozzle and t o cal cul at e
di f f er ent r ocket engi ne cycl es. Cycl es I ncl uded t o
dat e ar e st aged combust i on. gas- gener at or . dual
bel l wl t h af t er bur ni ng I n t he gas- gener at or f l aw,
dual expander , and var l abl e- mi xt ur e- r at i o engl ne.
The cycl e i s t her modynami cal l y cal cul at ed. and al l
engl ne par amet er s l i ke t ur bopump power. gas-
gener at or pr essur e, pr essur e and t emper at ur e af t er
t ur bi ne expansi on, mal n chamber mi xt ur e r at l o. and
i ncr ease of ent r opy ar e det er mi ned. Mor e det ai l ed
i nf or mat i on about t he cycl e anal ysi s i s i ncl uded i n
Ref . 1.
Ther e ar e par amet er s f or whi ch assumpt i ons
must be made. t aki ng i nt o consi der at i on t he t ech-
nol ogy avai l abl e I n t he near f ut ur e. Fi gur e 4 shows
t he ef f ect of t he chosen l sent r opi c ef f l ci encl es
f or pumps and t ur bi nes wi t h hydr ogen/ oxygen propel - .
l ant . Each cur ve i s ext ended t o i t s cor r espondi ng
maxi mumpossl bl e chamber pr essur e. The chamber
pr essur e f or mi ni mumdr y mass l ncr eases wi t h I n-
cr easi ng t ur bopump ef f l cl ency wi t h a r esul t i ng
decr ease i n dr y mass. The t ur bo pump ef f i ci ency
r epr esent s t he gr adi ent of t echnol ogy i mpr ovement s
I n t he t ur bo- machi ner y. Fl gur e 5 shows t hese i n-
f l uences f or t wo mi xt ur e r at l os. A val ue of 75%f or
t he i sent r opl c ef f l cl encl es of al l t ur bi nes and
avai l abl e dat a.
pumps was sel ect ed f or t hi s I nvest i gat i on. based on W
2
Addi t i onal assumpt i ons wer e made f or t ot al
pr essur e dr ops i n t he i nj ect or s and l i nes. These
ar e necessar y t o pr ovi de good combust i on ef -
f i ci enci es and f or cool i ng. Ther ef or e t he
f ol l owi ng t ot al pr essur e r at i os wer e chosen: 1.1
f r omt he t ur bi ne exi t t o t he mai n chamber , 1.4
f r omt he pump exi t t o t he mai n chamber , and 1.3
f r omt he pump exi t t o t he gas gener at or .
.__I
Cur r ent t echnol ogy f or r ocket t ur bi nes al l ows
t emper at ur e no hi gher t han 900 K. Ther ef or e, gas-
gener at or mi xt ur e r at i os wer e chosen whi ch hol d
t he t ur bi ne i nl et t emper at ur e bel ow t hat t ech-
nol ogi cal l i mi t . Fi gur e 6 shows t he i nf l uence of
t he gas- gener at or mi xt ur e r at i o on dr y mass f or a
st aged combust i on cycl e wi t h hydr ogenl oxygen. I n
t he f ol l owi ng eval uat i ons t he mi xt ur e r at i o was
hel d at 0.85. The f i gur e i ndi cat es what dry mass
r educt i on i s possi bl e by i mpr ovi ng t echnol ogy. As
f or t he t ur bopump ef f i ci enci es, i ncr eased mi xt ur e
r at i o i n t he gas gener at or al so i ncr eases t he
opt i mal chamber pr essur e.
vehi cl e Desi gn
The ki nd of vehi cl e sel ect ed f or t hi s i nves-
t i gat i on 1s i l l ust r at ed i n Fi g. I . f r omRef . 4.
I t i s a si ngl e- st age- t o- or bi t . f ul l y r eusabl e
vehi cl e wi t h ver t i cal t akeof f and hor i zont al
i andi ng. The pr opul si on i s al l r ocket . The
desi gn payl oad i s 13.6 Hg. Thi s vehi cl e has been
used f or sever al pr opul si on eval uat i on st udi es,
such as Ref s. 5 and 6.
Tr aj ect or y Model
. ~ I The t r aj ect or y pr ogr amPOST ( Ref . 7) has been
used t o pr ovi de an opt i mi zed t r aj ect or y f or each
engi nel vehi cl e desi gn poi nt . The pr opul si on and
aer odynami c dat a ape pr ovi ded as i nput s t o t he
t r aj ect or y pr ogr amf or a basel i ne vehi cl e Wi t h a
gr oss mass of 1500 Mg. The t r aj ect or y r esul t s
pr ovi de t he bur nout mass needed f or t he vehi cl e
si zi ng descr i bed bel ow. I n cases such as t he
dual - expander engi ne, t he pr opel l ant used by t he
i nner chamber of t he engi ne i s al so pr ovi ded by
t he t r aj ect or y out put .
The anal ysi s has been desi gned t o avoi d
i t er at i ng bet ween t he engi ne. t r aj ect or y, and
si zi ng anal yses. Such an i t er at i on woul d pr ecl ude
consi der i ng t he l ar ge number of par amet r i c var i a-
t i ons of i nt er est i n t hi s t ype of i nvest i gat i on.
I n or der t o avoi d such an i t er at i on, t he ef f ect of
changi ng t he vehi cl e si ze on t he t r aj ect or y
r esul t s has been i gnor ed. Most of t he t r aj ect or y
r esul t 3 ar e used onl y in a di mensi onl ess sense.
and t hi s appr oxi mat i on i s qui t e r easonabl e. same
er r or occur s i f t he mass of t he vehi cl e r el at i ve
to t he wi ng ar ea shoul d change. Ther e coul d be a
change i n t he dr ag l osses t hat i s not compl et el y
account ed f or by t he anal ysi s, but t he dr ag l osses
ar e not a l ar ge part of t he i deal vel oci t y i n t he
case of a ver t i cal t akeof f r ocket vehi cl e. For a
t ypi cal t r aj ect or y, t he dr ag l osses ar e 200 m/s
out of a t ot al i deal vel oci t y r equi r ement of 9000
m/s. The t r aj ect or i es ar e f l own wi t h a maxl mum
accel er at i on of 3 t i mes Eart h' s gr avi t y. I t i s
assumed t hat t hi s can be accompl i shed by shut t i ng
decr ease i n engi ne per f or mance 1s i ncl uded t o
account f or t he t hr ot t l i ng.
J down engi nes and modest t hr ot t l i ng, and no
Fi gur e 8 shows t he opt i mi zat i on of t he l i f t of f
t hr ust - t o- wei ght r at i o Por t wo pr opel l ant combi na-
t i ons wi t h di f f er ent densi t i es. The opt i mumoccups
at an i ni t i al t hr ust - t o- wei ght r at i o of 1.3 f or
hydr ogen/ oxygen, but t he mor e dense pr opel l ant has
an opt i mumnear 1.21. Fi gur e 9 shows a si mi l ar
var i at l on f or hydr ogen/ oxygen pr opel l ant s at
var i ous mi xt ur e r at i os and t he nozzl e exi t pr es-
sur es. The opt i mumf or al l cases 1s appr oxi mat el y
1.3 and i s near l y i nvar i ant . For t he mor e dense
mi xt ur e r at i o of 9, t her e i s an opt i mumshi f t t o a
l ower val ue of 1.29. For saf et y r easons, t he
t hr ust - t o- wei ght r at i o wi l l pr obabl y not be al l owed
t o f al l bel ow 1.3, and t hi s val ue has been sel ect ed
f or t hi s i nvest i gat i on.
The nozzl e exi t pr essur e and t he chamber
pr essur e have i mpor t ant i nf l uences on engi nes and
t r aj ect or i es. Fi gur e 10 shows t hat , f or al l chamber
pr essur es, t he mi ni mumdr y mass occur s at a nozzl e
exi t pr essur e of 0.3 bar . Thi s nozzl e exi t pr essur e
i s hi gh enough t o avoi d flow separ at i on i nsi de t he
nozzl e dur i ng t akeof f , and i t was sel ect ed f or t he
r emai nder of t hi s i nvest i gat i on.
Vehi cl e Si zi ng
The vehi cl e si zi ng i s t he same as t hat used
f or pr evi ous i nvest i gat i ons such as t hose r epor t ed
i n Ref s. 5 and 6. Some i mpr ovement s have been made
i n t he oper at i ons. but t he cal cul at i ons ar e t he
same. Based on t he t r aj ect or y r esul t s, t he engi ne
pr opel l ant f l ow dat a, and t he pr opel l ant densi t i es,
r at i os of t he vol ume of each pr opel l ant t o t he
vehi cl e gr oss mass ar e cal cul at ed. The vehi cl e
vol ume r equi r ed i s cal cul at ed f or an est i mat e of
t he gr oss mass, usi ng t ank packagi ng ef f i ci ency and
f i xed vol ume est i mat es. The r equi r ed vol ume 1s
compar ed t o t he vol ume pr ovi ded i n a basel i ne
desi gn. and t he vehi cl e si ze i s changed
phot ogr aphi cal l y to pr ovi de t he r equi r ed vol ume.
Wi t h t hi s est i mat e of t he vehi cl e si ze, mass es-
t i mat es ar e made for each of t he vehi cl e
subsyst ems. By addi ng t he mass of t he vehi cl e
subsyst ems and usi ng t he t r aj ect or y pr opel l ant
r equi r ement s. a new est i mat e of t he gr oss mass i s
made. The pr ocess i s i t er at ed unt i l t he vehi cl e
si ze does not change not i ceabl y.
The vehi cl e was assumed t o have a gr oss mass
Of 1500 Mg bef or e si zi ng.
cal cul at ed based on 12 engi nes f or t hi s vehi cl e
si ze. Wi t h t he i ni t i al t hr ust - t o- wei ght r at i o of
1.3, each engi ne must pr ovi de 1600 kN of t hr ust at
sea l evel . When t he vehi cl e was si zed. t he engi ne
mass was changed l i near l y wi t h vehi cl e mass. For
l ar ge changes. t hi s may not be cor r ect unl ess t he
number of engi nes is changed.
The engi ne mass was
Many assumpt i ons and i nput val ues ar e r equi r ed
f or t he mass and geomet r y Cal cul at i ons. The
pr ocess was adapt ed f r oma vehi cl e anal ysi s Syst em
devel oped i nt er nal l y at t he NASA Langl ey Resear ch
Cent er and not document ed. The r esul t s f or a t est
case wer e compar ed i n Ref . 6 t o t he r esul t s f r om
Ref . 4, and t he compar i son was ver y cl ose. I n
or der t o account f or advances i n t echnol ogy, t he
zt r uct ur al mass of t he vehi cl e 1s est i mat ed t o be
25 per cent l ess massi ve t han t he val ues cal cul at ed
by t he basi c equat i ons t hat Were devel oped f r om
hi st or i cal dat a, The ot her subsyst ems of t he
vehi cl e. Ot her t han t he mai n pr opul si on. ar e
3
reduced 15 percent from the hi stori cal mass cal -
cul atl ons.
EVALUATIONS
Staged Combustlon Cycl e
Hydrogen f uel s:
Seven staged combustlon cycl es have been
modeled and are described i n Ref. 1. Three of
these cycl es were chosen to eval uate thei r perf or-
mance appl i ed t o a sl ngl e- stage reusabl e and
wlnged vehi cl e, and the resul ts are shown I n Fi g.
11. For hydrogenloxygen propel l ant at a mi xture
ratl o of 6 . the f l gure show3 optl mal chamber
pressures which ar e onl y sl i ghtl y hi gher than the
Space Shuttl e Maln Engine chamber pressure.
whereby a small portl on can be attri buted t o the
sl i ghtl y hi gher turbopump ef f l ci encl es. Also
l ndi cated i n the f l gure 1s the thermodynami cal l y
hi ghest possi bl e chamber pressure for three sub-
cycl es chosen. The maxlmumpossi bl e chamber
pressure 1s hl gher f or the cycle wi th compl ete
preburni ng by f uel and oxygen ri ch preburners than
wi th onl y one f uel ri ch preburner and spl i t
oxl dl zer pump (Shuttl e Main Engine type). but thl s
advantage does not l ead t o less dry mass because
even l oner chamber pressures are optl mal . I n
addi ti on, the compl ete preburni ng type l eads to
hi gher dry masses because I t is heavl er wi th l ts
two preburni ng branches. I n the f uel -rl ch-
preburner cycl e, a si ngl e preburner was assumed.
The oxygen-ri ch-preburner cycl e is of the
si mpl e type, 1.e.. wi thout spl i t f uel pump. and
has less performance from the poi nt vl ew of maxl-
mum chamber pressure. Neverthel ess. thl s cycl e
yi el ds sl i ghtl y less dry mass at low chamber
pressures. Thl s cycl e is of l ess practical 1nteP-
est because the turbomachl nery which coul d r-esl st
hot oxygen gases 1s not a si mpl e technol ogy.
I n Fi g. 12, the optlmum staged combustlon
cycl e (f uel - rl ch preburner) was the subj ect of
f urther i nvestl gatl on. The optimum mi xture ratl o
I 3 7, and the chamber pressure of 200 bars gl ves
less dry mass than 250 bars. From Fi g. 5, dl s-
Cussed previ ousl y. the optlmum chamber pressure I s
found t o be 220 bars.
A questi on that may be Pai sed 1s why the
optimum chamber pressure 1s at a val ue as low as
220 bars. Looking at Fi g. 13. one can see that the
speci f i c l mpul se, both at vacuum and at sea l evel ,
is stl l l l ncreasl ng wi th chamber pressure beyond
the val ue f or ml nl mum dry mass. The answer 1s
found when the propul sl on system mass is examlned.
For a constant gr oss mass of 1500 Hg. which re-
qui res a constant thrust of 19.1 MN, Flg. 14
shows that the propul si on system mass l ncreases
very rapi dl y wi th chamber pressure. Thi s I ncrease
of propul si on system mass can mostl y be attri buted
to the hi gher power requl red f or hi gher chamber
pressure. The dotted l i nes In Fl g. 14 I ndi cate the
propul si on system mass af ter the vehi cl e 1s sl zed
f or a constant payl oad. The vehl cl e gross mass
must lncrease to l l f t the heavy engi ne at hl gh
chamber pres$ure, which agai n lncreases the engi ne
mass. The result is that the curves for constant
payload mass become steeper than the curves fop
constant gross mass at chamber pressures greater
than about 250 bars. The mlnlmum propul si on system
mass occurs at a chamber pressure of 200 bars.
Because the specl f l c i mpul se 1s stlll i ncreasl ng.
the resul tl ng optimum chamber pressure for vehl cl e
mlnlmum dry mass 1s 220 bars. where the l ncreasl ng
engi ne mass of f sets the speci f i c l mpul se lmprove-
ment.
The ef f ect of mi xture ratl o on propul sl on
system mass 1s al so shown i n Fi g. 14. A t constant
gross mass. the ef f ect is not l arge. Af ter sl zl ng,
the ef f ect 1s l arger. Thi s is because the tank
volume is l arger wi th a ml xture ratl o of 6, regul r-
l ng the vehi cl e to be larger. The gross mass is
greater at a mi xture ratl o of 6 . even though the
speci f i c l mpul se 1s hi gher, as shown i n Fi g. 13.
Hydrocarbon fuels:
The results f or hydrocarbon f uel s are shown in
Fi gs. 15 to 17. I t was found i n Ref. 1 that the
staged combustlon cycle wi th oxygen preburnl ng and
spl i t f uel pump are optl mal f or hydrocarbons.
Fl gures 15 and 16 show the ml xture rati o optl mi za-
tl ons which di ctate sl i ghtl y dl f f erent mi xture
ratl os f or dl f f erent chamber pressures. A t 250
bars. the opti mal mi xture r ati o 1s 3.7 f or methane
and 3.2 f or propane. A s can be seen on the chamber
pressure opti ml zatl on i n Fi g. 17, hi gher chamber
pressure is possl bl e f or hydrocarbons, up t o 300
bars. than f or hydrogen. Fi gures 17 l ndl cates the
optlmum chamber pressure f or hydrocarbons 1s 250
bars.
Comparlng the dry mass of the optimum
hydrocarbon si ngl e- stage vehi cl e (Fi gs. 15 and 16)
t o that wi th hydrogen (Fl g. 12). shows that the
fol l owed by hydrogen/oxygen and then by
methane/oxygen. Thl s even occurs f or propane wi th
an assumed nozzl e/combustl on ef f l cl ency of 952
compared to 97% f or hydrogen. Fi gure 18 shows the
volume requl red as one of the reasons f or thl s
advantage. Propane needs sl gnl f l cantl y less volume.
and thereeore l ower dry mass 1s possl bl e even wi th
the reduced performance of propane/oxygen.
Gas-Generator Cycl e
propane/oxygen vehi cl e has the l owest dry mass, v
The gas-generator cycl e was i nvesti gated onl y
f or hydrogen/oxygen because previ ous studi es
(Refs. 1 and 6 ) have shown that pure
hydrocarbon/oxygen gas-generator-cycl e engi nes
produce hi gh vehl cl e mass. Even wl th
hydrogen/oxygen, the gas-generator cycl e I s not
attractl ve as shown by comparlng its resul ts i n
Fi g. 19 to Fl g. 12. The dry mass i ncreased from
about 125 Mg to about 138 Mg.
One reason the gas-generator cycl e i ncreased
dry mass 1s that the gas-generator fl ow decreases
the tank ml xture r ati o rel ati ve t o that I n the main
combustlon chamber. Thl s devi ati on 1s shown I n Fi g.
20. The vehi cl e has to be sl zed by the low tank
mixture rati o. whl l e the performance has to be
cal cul ated f or the hl gh engl ne mi xture r ati o i n a
i terati ve mode. A low tank mi xture ratl o creates
hl gh dry masses, and hl gh engi ne ml xture r ati o
del i vers less speci f i c l mpul se. These ef f ects are
magni fi ed ul th i ncreasi ng chamber pressure.
Theref ore, the gas-generator cycl e opti mi zes at
lower tank mi xture rati os and lower chamber pres-
sures than the staged combustlon cycl e.
v
Fi g. 21 shows t he chamber pr essur e opt l mi za-
t i on f or t he gas- gener at or cycl e. The opt i mal
gas- gener at or - cycl e poi nt occur s at a t ank mi xt ur e
f or a si ngl e- st age r eusabl e and wi nged vehi cl e.
Thi s opt i mal poi nt is dependent on t he ki nd of
vehi cl e and al so on t he t echnol ogi cal ef f or t i n
t he t ur bomachi ner y. For anot her Vehi cl e and ot her
t echnol ogy l evel s, t he opt i mi zat i on l eads t o
di f f er ent r esul t s ( Ref . 7 ) .
Dual Bel l cycl e wi t h Af t er bur ni ng
Funct i on and Assumpt i ons:
- r at i o of 6.5 and at chamber pr essur e of 200 bar s
The per f or mance of t he gas- gener at or cycl e
can be augment ed by af t er bur ni ng of oxygen i n t he
gas- gener at or st r eamt o i ncr ease t he speci f i c
i mpul se of t hat br anch and, t her ef or e, t he aver age
per f or mance of bot h br anches of t hi s cycl e. The
basi c gas- gener at or cycl e has a di sadvant age I n
t hat t he vol ume of t he vehi cl e i s i ncr eased by t he
l ow mi xt ur e r at i o of t he gas gener at or . Thi s
di sadvant age does not exi st wi t h t he af t er bur ni ng
added because t he t ank mi xt ur e r at i o can equal t he
chamber mi xt ur e r at i o. Si nce t he gas- gener at or
cycl e t her modynami cs al l ows hi gher chambev pr es-
sur e t han t he st aged combust i on cycl e, t hi s cycl e
al so al l ows hi gher chamber pr essur e, As can be
seen i n Fi g. 22, t he cycl e has cer t ai n
si mi l ar i t i es wi t h t he dual expander cycl e. Because
of t hese si mi l ar i t i es, t he desi gnat i ons f or t he
cycl e wer e made i n connect i on wi t h t he dual ex-
pander cycl e. Ther ef or e. t he gas- gener at or st r eam
i s l abel l ed her e as t he pr i mar y st r eam, and t he
mai n st r eamI s l abel l ed secondar y. The secondar y
st r eamcan now oper at e at ver y hi gh chamber pr es-
sure.
The t her modynami c anal ysi s f or t hi s cycl e has
been t aken f r omt he dual expander cycl e ( Ref . 1 ) .
whi ch assumed compl et e pr ebur ni ng. Al t hough t he
dual - bel l engi ne of i nt er est may not have compl et e
pr ebur ni ng, t he anal ysi s pr ovi des a r easonabl e
est i mat e f or t he cycl e ui t hout compl et e pr ebur n-
i ng. The speci f i c i mpul se is act ual l y l ess wi t h
compl et e pr ebur ni ng because of i r r ever si bi l i t l es.
but t hI S ef f ect 1s onl y on t he OPder of a
hundr vdt h of a per cent and can be negl ect ed. The
chamber Pr essur e can be hi gher wi t h compl et e
pr ebur ni ng. but t he Opt i mumchamber pr essur e i s
not t he maxi mum. The opt i mumr esul t s shoul d be
accur at e.
An addi t i onal si mpl i f i cat i on of t he cycl e may
be possi bl e i f t he pump out l et pr essur e coul d be
t he same f or t he pr ebur ner and secondar y st r eam.
I n t hat case no spl i t f uel pump woul d be neces-
sar y, ana onl y a si ngl e spl i t woul d be necessar y
i n t he oxydi zer pump.
The engi ne mass cal cul at l on r out i ne was
r ewr i t t en f or t hi s cycl e. t aki ng i nt o account Onl y
one f uel r i ch pr ebur ner and t wo t ur bopumps, wi t h
f our mai n val ves. TWO pr ebur ner s. f our t ur bopumps.
and al so f our mai n val ves ar e needed f or t he dual
expander cycl e.
Resul t s:
../
Fi g. 23 shows t he dry mass ver sus t hr ust
spl i t . t he r at i o bet ween pr i mar y and t ot al sea
l evel t hr ust . Var yi ng secondar y chamber pyessur e
yi el ds t i ght f ami l i es of cur ves. The l owest dry
mass can be r eached at l ow t hr ust spl i t s, wher e t he
cycl e has Some of t he char act er i ~t i cs of t he pur e
gas- gener at or cycl e. The dry masses ar e l ower t han
f or t he pur e gas- gener at or cycl e, because of t he
i ncr eased per f or mance of t he gas- gener at or st r eam;
however , t he dry mass i s hi gher t han t hat of t he
pur e st aged combust i on cycl e. For hi gh t hr ust
spl i t s. t he pur e st aged combust i on cycl e I s ap-
pr oached. The dr y mass l or t hese cases I s si mi l ar
t o t hat of t he st aged combust i on cycl e f or t he same
chamber pr essur e as t he pr i mar y chamber pr essur e.
For t he 200 bar pr i mar y st r eam. t he dr y mass i s
near l y i ndependent of t hr ust spl i t and is mi ni mi zed
at a r el at i vel y hi gh t hr ust spl i t . Thi s cycl e
al ways r esul t s i n hi gher dr y mass t han t he best
St aged combust i on cycl e.
One Pr oper t y of t hi s cycl e is t hat i t oper at es
at l ower pr ebur ner pr essur es t han t he st aged m-
bust i on cycl e. The t ur bopump mass eguat l on used f or
t he anal ysi s has no di r ect pr essur e t er m. because
onl y t he pr essur e di f f er ences i nf l uence t he r e-
qui r ed power. and so t he l ow pr essur e l evel i n t he
t ur bopump of t hi s cycl e coul d not i nf l uence t he
r esul t s. Fur t her i nvest i gat i ons woul d be needed t o
st udy t hi s ef f ect . but any di f f er ences ar e not
l i kel y t o change t he nat ur e of t he r esul t s shown.
A mi xt ur e r at i o of 7 f or bot h st r eams i s
Opt i mal f or t he dual bel l cycl e wi t h af t er bur ni ng
as anal yzed. Thi s can be seen by compar i ng Fi gs.
23, 24, and 25. Fi gur e 26 shows t he necessar y
pr essur e l evel I n t he pr ebur ner f or t he best case
of mi xt ur e r at i o of 7 f or bot h pr i mar y and secon-
dar y st r eams. Hi gh t hr ust spl i t s oper at e at ver y
l ow pr essur e i n t he t ur bopump syst em, whi l e l ow
t hr ust spl i t s r equi r e hi gh pr essur e.
Dual Expander Cycl e
The dual expander cycl e has t he capaci t y f or
maxi mumper f or mance. but i t al so r equi r es t he
hi ghest t echnal ogl cal ef f or t . I t al l ows t he shut
down of t he secondar y st r eamdur i ng t he t r aj ect or y
when hi gh t hr ust i s no l onger r equi r ed. Thi s al l ows
opt i mal adapt i on of pr opul si on par amet er s dur i ng
t he f l i ght . Ther ef or e, t he amount of pr opel l ant f or
t he f i r st f l i ght per i od must be Opt i mi zed i n r el a-
t i on t o t he pr opel l ant used f or t he second f l i ght
per i od. To f i nd t he opt l mal mass r at i o f or each
pr opul si on par amet er set . 6 t o 10 t r aj ect or y cal -
cul at i ons wer e necessar y. The chwsi ng of t he
opt i mummass r at i o wi t h t he dual expander is com-
par abl e wi t h t he opt i mi zi ng of t he st agi ng of a t wo
st age l auncher . I ndeed, t he hi gher per f or mance of
t he dual expander cycl e can be expl ai ned by t he way
t he p~o~u1s i on par amet er s Such as pr opel l ant com-
bi nat i on. mi xt ur e r at i o, chamber pr essur e, and
nozzl e ar ea r at i o ar e st aged and adapt ed f or t wo
di f f er ent f l i ght per i ods.
Hydr ogen/ Oxygen:
Summar i zed r esul t s f or pur e hydr ogen/ oxygen
cases ar e pl ot t ed i n Fi g. 27. No r esul t s show l ower
dry mass t han t he st aged combust i on cycl e. Thi s
seems sur pr i si ng because t her e i s a si gni f i cant
i mpr ovement i n speci f i c i mpul se dur i ng t he second
f l i ght phase over t hat of t he st aged combust i on
cycl e. Al so, a new t r aj ect or y opt i mi zat i on f or sea
l evel t hr ust and nozzl e exi t pr essur e has not
changed t he t he opt i mal par amet er s Pound f or t he
5
ot her cycl es. The r esul t s can be expl ai ned by
i ncr eased engi ne mass. TWO t ur bopumps. one
pr ebur ner , and f our mai n val ves ar e added, and t he
mai n chamber i s mor e compl ex.
The l owest dry mass i s achi eved wi t h bot h
pr i mar y and secondar y mi xt ur e r at i os at 7 and boch
chamber pr essur es at 200 bar s, a r epet i t i on of t he
opt i mal st aged combust i on par amet er s. Thi s poi nt
i s f ol l owed ver y cl osel y by t he case3 wi t h chamber
pr essur es ( secondar y/ pr i mar y) at 300/ 100 bar s and
mi xt ur e r at i os 7 / 7 or 7/13.
Propane/hydrogen/oxygen:
The pr opane/ hydr ogen dual expander cycl e
i ncl udes st agi ng of one mor e pr opul si on par amet er ,
t he pr opel l ant combi nat i on. Fi gur e 28 show8
r esul t s f or t hr ee hydr ogen mi xt ur e r at i os. Wi t h
t he Opt i mummi xt ur e r at i o of 7. 0. t he pr essur es i n
bot h chamber s wer e var i ed. The Pesul t s ar e
pr esent ed i n Fi g. 29, whi ch shows t hat t he opt i mum
pr essur es ape about 250 bar s i n t he cent r al cham-
ber and 100 bar s i n t he out er chamber . Wi t h t hi s
pr opel l ant combi nat i on. a si gni f i cant r educt i on of
dry mass occur r ed. The r esul t s ar e consi st ent wi t h
pr evi ous r esul t s such as i n Ref s. 5 and 6 . Usi ng
Pr opane ear l y i n t he f l i ght pr ovi des most of t he
benef i t of hi gher densi t y and l ower engi ne mass.
Usi ng hydr ogen l at e i n t he f l i ght pr ovi des moat of
t he benef i t of hi gher speci f i c i mpul se.
The r esul t s pr esent ed I n Fi gs. 28 and 29 have
t he ael ect ed combust i on and nozzl e ef f i ci enci es,
0. 97 i n t he hydr ogedoxygen chambw and 0. 95 i n
t h? pr opane/ oxygen chamber . The pesul t s wer e
f i '.. t cal cul at ed usi ng ef f i ci enci es of 0. 97 i n
boti i chamber s. The comput er pr ogr ams wer e t hen
modi f i ed t o al l ow di f f er ent ef f i ci enci es i n t he
t wo chamber s, and t he Opt i mumpoi nt s wer e r ecal cu-
l at ed. Same Of t he poi nt s wer e adj ust ed wi t hout
r epeat i ng t he compl et e cal cul at i on by addi ng t he
i ncr ement f ound f o p t he opt i mumpoi nt s.
CONCLUDI NG REMARKS
Si ngl e- st age t o or bi t . wi nged, r eusabl e
vehi cl es Wer e anal yzed wi t h combi ned comput er
model s f r omNASA and DFVLR. For hydr ogen/ oxygen
pr opel l ant s, t he st aged combust i on cycl e l eads t o
t he l owest dry mass. Al l ot her cycl es exami ned,
such as gas- gener at or . dual bel l wi t h af t er bur n-
Ing. or even t he dual expander cycl e, Pesul t i n
hi gher dr y masses f or hydr ogenl oxygen. The pr opul -
si on par amet er s f or t he opt i mumcycl e wi t h
hydr ogen/ oxygen ar e a mi xt ur e Pat i o of 7 and a
chamber pr essur e of 220 bars. These Opt i mum
par amet er s ar e subj ect t o change vi t n f ut ur e
t echnol ogy i mpr ovement s.
The opt i mal hydr ogen poi nt coul d onl y be
enhanced wi t h pr apane/ oxygen pr opel l ant s. The
opt i mummi xt ur e r at i o of t hi s combi nat i on i s
3.2, and t he opt i mumchamber pr essur e i s
250 bars. The dr y mass i n t hat case i s 120 Mg
compar ed wi t h 126 Mg wi t h hydr ogen. The over al l
l owest vehi cl e mass i n t hi s anal vsi s was f ound
1 Combustion
volume
REFERENCES
U
1
Tani guchi . H.. and Manski . D. , "Per f or mance of
Advanced Engi ne Cycl e i n Fut ur e Launcher Syst ems, "
I AF- 87- 288, Br i ght on, Gr eat Br i t ai n, Oct . 1987.
2Manski , D., "Ef f ect s of Engi ne Cycl e Type on
Payl oad Del i ver y Of t he Fut ur e Eur opean Launcher , "
Zei t schr i f t f uer Fl ugui ssenschaf t en, Vol..... 1986.
' Gor don. S.. and McBr i de, 8.. "Comput er Pr ogr amf or
Cal cul at i on Of Compl ex Chemi cal Equi l i br i um
Composi t i ons, Rocket Per f or mance, . . . , I ' NASA SP-273.
Washi ngt on, D. C. , USA.
' ~al our i , Vi ncent A. , Conr ad, Rober t J .. and
J enki ns, J ames C. , "Technol ogy Requi r ement s fop
Fut ur e Eat-th-t0-Ge03ynchr0nous Or bi t Tr anspor t at i on
Syst ems. " NASA CR 3265, Apr i l , 1980.
' Mar t i n, J ames A.. " Space Tr anspor t at i on Mai n
Engi nes f or Two- St age Shut t l es, " AI AA 88- 2929.
Pr esent ed at t he AI AA/ SAE/ ASME/ ASEE 24t h J oi nt
Pr opul si on Conf er ence, Bost on, Massachusset t s.
J ul y. 1988.
6Mar t i n. J ames A. , ' "Hydr ocar bon Rocket Engi nes for
Ear t h- t o- Or bi t Vehi cl es, " J our nal Of Spacecr af t and
Rocket s, Vol. 20, No. 3, May- J une 1983, pp 249-256.
Function of char. velodty,
thrust coef.. mixture ratio,
chamber oress.. flow rate
' Manski , D. , Tanl gUChi . H. , and Sassni ck. H. .
"Compar at i ve Anal ysi s of t he vul cai n and t he LE- 7
Engi nes Appl i ed i n Ar i ane 5 and H- I 1 Launcher s. "
16t h
1988.
ISTS Congr ess. Sappor o, Hokkai do, ~apan, ~a y .
f or t he dual expander cycl e wi t h pr opanel hydr ogenl
oxygen, mi xt ur e r at i os of 3.1 and 7 , and chamber
Tabl e 1 Mass Br eakdown and Equat i ons f or t he
Engi ne Mass Model .
I I
10 Miscellaneous 0.025% of thrust +0.05 kg
I Subsystem I Equation - 1
pr e5sur es of 300 t o 100 bar s, whi ch agai n
d
3 plates with budding
chamber pressure
r hi mhar
Regenerative
cooled nozzle
Radiation Vessel equation at
COOM nozzle nozzle pressure
Thickness calarlated by (3)
Statistical function of flowrate,
velocity for oxygen and fuel
Statistical function of power
for oxvoen and fuel
7 Valves
Tutbopump
I 9 1 Gas-generator I Equations 1, 2,3 and 7
I
W
6
Staged cwnbustion
Mixture ratio
Chamberpress..bar
Vacuum thrust - 700 kN
HydrcgerVoxygen
5w Staged combuswn
t
71 3.6:l 3.3:l
220 250 250
340
Mixture
ratio
-
6.0
----
1 80
100 150 200 250 300
Chamber pessure, bar
Fig. 1 Effect of Mixture Ratio and Turbopump
Efflciency on Turbopump Mass Versus
Chamber Pressure.
Propane/axygen
Staged combllstlon
Chamber pessure 250 bar
Combustion and nozzle elticiency 0.95
~ ~~ p r i i i i i o n
150 pressurization
mass,
Helium
140
130
120
2 3 4
Tank mixture ratio
I I I I
Flagged symbols indicated
selected combuslion and
nozzle efficiencies
150
140
DV
Mo
mass, 130
120
110
100 c 9
Combustion and nozzle effciency
fig. 3 Propellant Combination Comparison.
170 c
160 t
130 t
120 I I I I I I I I
50 100 150 200 250 300 350 400
Chamber pressure, bar
F i g. 2 Effect of Fred system Selection on MixtUPe Fig. 4 Effect of Turbopump Efficiencies on Chadber
Ratio Optlmizatlon. Pressure Optimization.
Staged rn&bsUon
HydrcgelVoxygen
Staged combustmn
1 50
130 l 4 O /
120
50 100 150 200 250 300 350
Chamber pressure. bar
Fig. 5 Effect Of Mixture Ratio and Turbopump
Efficiencies on Chamber Pressure
Optlmization.
130 I 1 I
0.5 0.6 0.7 0.8 0.9 1.0 1.1 1.2
Preburner mixture ratio
~ i g . 6 Effect of Preburner Mixture Ratio and
Chamber Pressure on Dry Mass.
~ i g . I Illustration of Single-Stage-to-Orbit
vehicle.
%Y::Pr
Chamber pressure 220 bar
125
1 1 0 -
1.0 1.1 1.2 1.3 1.4 1.5
Liftoff thrust to webht r am
Fi g. 8 Liftoff Thrust-to-Weight Ratio Optimization
for Two Propellant Combinations.
Hydr ervoxygen
170 stag3 ombust i i n
r Chamber pessure 220 bar
Mixture ram
mas6. 130
125
1.0 1.1 1.2 1.3 1.4 1.5
Cimnthrust to weight ratio
~ i g . 9 Liftoff Thrust-to-Weight Ratio Optimization
for TWO Nozzle Exit Pressures and Three
Mixture Ratios.
Hydrogelvoxypen
Staged combustion
[ Mixture ratio 6.0
I 7O t \
Chamber
pressure,
bar
130 -
0.1 0.2 0.3 0.4 0.5
Nozzle exit pressure, bar
Fig. t o Effect of Chamber Pressure on Nozzle
Optimization.
P
W
,
Y
d
170
160
150
w
mass.
WJ 140-
130
120
vacuum
- Subcycle - 2 fuel rich preburner. mixture ratio 0.85,
-
4200
split oxydizer pump
mixture raw 100
- 3 simp(e oxygen rich prebumer.
- 5 fuel 8 oxygen rich preburners
-
Sealevel 3700
-
I
3500
-
190 2ool
40-
39
38-
37
36-
P ropl l s i o n
system 35
mass.
34-
33-
-
-
-
i
180
170
Dry
&I
mass. 160
150
140
130
Chamber
Hydrogewox ygen
Staged Con*xlstian
-
-
-
-
-
-
150
2cQ
250
120 -
4 5 6 7 8 9 10
Mixture ratio
Fi g. 12 Ef rect of Chamber Pressure on Mixture
Rati o Ovti mi zati on.
321 , \Itb, ,,) ,
31
30
--a
0 1W 200 300
Chamber pressure
Fi g. 1 4 Effect Of MixtuPe Rati o on Propul si on
System Mass Versus Chamber Pressure.
9
200
190
180
170
DV
mass.
Me 160-
1501 140
-
-
-
-
~
Combustion and nozzle efficiency 0.96
200
190
180
Dry 170
mass.
Me 160
Staged combustion
COmbuSlOn and nozzle eniciency 0.95
180 P
-
-
-
-
-
Methanehxygen
staged co-n
Combusti i n and nozzleemiemy 0.96
130
1W 150 2M) 250 300
Chantwrpressure. bar
Fi g. 17 Ef f ect of Mi xture Rati o on Chamber
Pressure Ooti mi zati on.
Fi g. 16 Ef f ect Of Chamber Pr essur e on Mi xture
Ratio Opti mi zati on f or Propane Fuel .
7000 - Stagsd ambuslion
6Mo -
MKM-
5Mo -
5wo
-
4 y M
4000 -
3500 -
-
P
Stagsd ambuslion
0
7000
r
r pr6asure Po bar
comb. and WZ. en. 0.97
MKM
5wo 5Mo11\ P v
Methawoxygen
Chamber pressure250 bar
Comb. and nm. ell. 0.96
40001 \ 7
Propaneloxygen
Chamber pressure 250 bar
Ccmb. and nm. en. 0.95
2 3 4 5 6 7 8 9 10
Minure ralm
Fi g. 18 Ef f ect of Propel l ant Combination on
Vehi cl e Volume.
130 -
2.5 3.0 3.5 4.0 4.5
Mixture ratio
Fi g. 15 Ef f ect of Chamber Pressure on Mi xture
Rati o Opti mi zati on fop Methane Fuel .
Bodv
volume.
m3
'""I 140
130 -
4 5 6 7 8 9
Mixture ratio
Fi g. 19 Ef f ect of Chamber Pressure on Mi xture
Rati o Optl rni zati on f or the Gas Generator
Cycl e.
._-
v
160
150
w
MQ
mass.
140
130
HydrcgerVoxygen
Gasgenerator cycle
12
11
10
Chamber 9
mixture
ratio , ,
7
6
5
4 5 6 7 8 9 10
Mixture ratio
-
-
100
-
- 200
Fi g. 20 Chamber Mi xture Rati o Versus Tank Mi xture
Ratio.
170
w
Ms
mass, 160
150
140
HydrcgerVoxygen
- Primary chamber
100
-
-
- 200
Tank
mixture
ratio
7.0
6.0
6.5
130 -
50 100 150 200 250
Chamber pressure, bar
F i e. 21 Ef f ect of M i X t U P e Ratio on Chamber
Presswe opti mi zati on for the
Cas-Generator Cycl e.
Fuel
4
Oxidizer
+
Hydrogefvoxygen Secondary chamber
Primary and secondary
7o
mixture ratios 7.0
120
0 0.2 0.4 0.6 0.8 1 .o
Thrust split (pimary/total)
Fi g. 23 Ef f ect Of ChambeP Pressures on the Dual
Bel l Thrust Spl i t Opti mi zati on at Mi xture
Ratios Of 1. 0.
Hydrogefvoxygen Secondary chamber
Primary mixtureratiis6.0 and secondary
1 pressure, 64 bar
1 3 0 , -
0.2 0.4 0.6 0.8 1.0
Thrust split (primarynotal)
Fi g. 24 Effect of Chamber Pressures on the Dual
Bell Thruat Spl i t Opti mi zati on at Mi xture
Rati os of 6.0.
Fi g. 22 Dual Bel l wi th Afterburni ng i n the
GasGenerator Stream wi th Spl i t Oxydi zer
pump.
11
2W
190 - 3.0
-
Primary
chamber
pressure.
bar
32
----
170
7.0
160
-
I
150 -
I
140 -
130 -
Gas 400
bar 300
generator
pressure.
120 -
0 0.2 0.4 0.6 0.8 1.0
Thrust split (primarynotal)
.
.
F i g. 25 Ef f ect of Primary Mi xture Ratio on Dual
Bell T hr wt Spl i t opti mi zati on.
Primary and secondary mixture ratios 7.0
700 r
500
6oo t
zool 100
u
0 0.2 0.4 0.6 0.8 1.0
Thrust split (primary/total)
~ i g . 26 vari ati on of Cas Generator Pressure wi th
ThPUSt Spl i t.
I
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
TWS! w ( www
F i g, 27 Ef f ect of Chamber Pressures on Dual
Expander Thrust spl i t Opti mi zati on.
Pmpanemydrogervox ygen
Propanetoxygen m xiure r at e 3 1
Secondary Cnamber PressJ re 300 bar
Pnrnary chamber pressure 100 bar
P
Dry
mass,
Mg
'I5 t
I1O t
105
0.1 02 0.3 0.4 0.5
Thrust split (primarynotal)
Fig. 28 Ef f ect of Primary Mi xture Ratio on Duel
Expander Thrust Spl i t Opti mi zati on.
Propanern ydrogenloxygen
Secondary mixture raUO 3.1
Primary mixture ratio 7.0
300/200p
120 c C*^".*^. ^.^.
105 I I , I 1
0.1 0.2 0.3 0.4 0.5 0.6
ThNSt split (primarynolai)
F i g. 29 Ef f ect of Chamber Pressures on Dual
Expander Thrust Spl i t Opti mi zati on.
12