Advanced Engine Study Program
Advanced Engine Study Program
Advanced Engine Study Program
A.I. Masters, D.E. Galler, T.F. Denman, R.A. Shied, J.R. Black,
A.R. Fierstein, G.L. Clark, and B.R. Branstorm
Pratt & Whitney
Government Engines & Space Propulsion
West Palm Beach, Florida
June 1993
Prepared for
Lewis Research Center
Under Contract NAS3-23858
G3120 017k963
FOREWORD
This technical report presents the results of an Advanced Space Engine Study. The sludy was conducted by
the Pratt & Whitney Government Engines & Space Propulsion Division of lhe United Technologies Cort_ralion
lot the National Aeronautics and Space Administration, I,ewis Research Center, under Conlracl NAS3-23858,
Task Order I).4.
The study was initiated in November 1988 and completed in January 199(). Mr. Paul Richter was ttle
NASA Task Order Manager. The effort at P&W was carried out under Mr. James R. Brown, Program Manager,
and Mr. Arthur I. Masters, Engineering Manager. Other individuals providing signilicant contribulions in the
preparation of the report were l)onald E. Galler, Todd F. Denman, and Ricky A. Schied -- System Performance
Analysis; James R. Black and Aaron R. Fierstein -- Heat Transfer; (;ale I,. Clark -- Pump Design; and Bruce
R. Branstrom- Turbine Design.
TABLE OF CONTENTS
Page
INTRODUCTION ............................................ l
Pumps ............................................. 5
Turbines ............................................ 5
Performance .......................................... 10
Weight ............................................. 11
REFERENCES ............................................. 19
111
Page
37
COMPONENT REQUIREMENTS ..................................
37
Combustion System ......................................
38
Thrust Chamber Cooling ...................................
39
Wide Range Control .....................................
40
Turbomachinery ........................................
41
Split-Expander Cycle .....................................
41
Full-Expander Cycle With Regenerator ...........................
IV RECOMMENDATIONS ............................................. 56
iv
LIST OF ILLUSTRATIONS
f[_ll_ Page
Comparison of Achievable Chamber Pressure for Four Cycles Using Tubular Copper Thrust
Chambers ...............................................
16 Full, Split, Dual, and Regenerator Cycle Comparison With Milled Channel Thrust 26
Chambers ...............................................
17 Comparison of Predicted Performance (Ispe) With Measured Performance (Ispm) for the 27
NASA Lewis High Area Ratio Nozzle (Data From Reference 1) ...............
v
Figure Page
22 Advanced Full Expander With Regenerator Cycle Pc Improvement With Increased Pump 29
Efficiency ...............................................
24 Advanced Full Expander With Regenerator Cycle Pc Improvement With Increased Turbine 3O
Efficiency ...............................................
25a Advanced Full Expander With Regenerator Cycle Pc Improvement With Increased Turbine 31
Pressure Ratio ............................................
25b Advanced Split-Expander Cycle With Regenerator Cycle Pc Improvement With Increased 31
Turbine Pressure Ratio .......................................
29 Advanced Full Expander With Regenerator Cycle l'c Improvement Due to Increased 33
Chamber Heat Transfer .......................................
36 Maximum Thrust Chamber Wall Temperature With Throttling Ior a Typical Cycle and fi)r 45
the Split-Expander Cycle ......................................
vi
Fig u re Page
37
Comparison of Thrust Chamber Wall Temperature Versus Mixlure Ratio for Typical and 45
Split-Expander Cycles .......................................
38 Coolant Exit Temperature Versus Percent Thrust for the Full-Expander Cycle With 46
Regeneration .............................................
39 Jacket Wall Temperature Versus Percent Thrust for the Full-Expander Cycle Wilh 46
Regenerator .............................................
44 Thrust Chamber and Nozzle Cooling Configuration for tile Full-Expansion Cycle With 5O
Regeneration and the Split-Expander Cycle ...........................
46 Split-Expander Cycle Throttling, JBV Control Valve Area Versus Percent Thrust ..... 51
47 Split-Expander Cycle Throttling, TBV Control Valve Area Versus Percent Thrust ..... 51
51 Full Expander With Regenerator, TBV Control Valve Area Versus Percent Thrust ..... 53
vii
LIST OF TABLES
Table Page
VIII
SECTION I
INTRODUCTION AND SUMMARY
INTRODUCTION
NASA mission studies have identified the luture need for a new Space Transfer Vehicle (STV) Propulsion
System. The new system is to be an oxygen/hydrogen expander cycle engine of 7,500 to 5(),(XX) Ibs thrust or
more, anti must achieve high performance via efficient combustion, high combustion pressure, and high area
ratio exhaust nozzle expansion. The engine is likely to require wide versatility in terms of such characteristics
as throttleability, operation over a wide range of mixture ratios, autogenous pressurization, and in-Ilight engine
thermal conditioning and vehicle propellant settling. Firm engine requirements will include: long life, man-rating,
cost effective reusability, space basing, and fault-tolerant operation.
A design and analysis study was conducted to provide advanced engine descriptions anti parametric data
h_r STVs. The study was based on an advanced oxygen/hydrogen engine in the 7,5(X) to 50,(1(10 lbf thrust
range. Emphasis was placed on defining requirements fi_r high perli_rmance with engine systems capable of
achieving reliable and versatile operation in a space environment. Engine system requirements anti goals are
listed in Table !.
The study was divided into three technical tasks, In the first task several expander cycle variations were
compared from the standpoint of iheir applicability to a new space engine. Parametric performance, weight and
envelope data were then prepared h_r the selected cycles. Under the second task, tile selected cycles were used
to investigate requirements for wide range throttling (20: 1) and high mixture ratio (()/F = 12.I)) operation. The
third task was to conduct reviews and coordinate perlormancc of the work.
Four expander cycle variations were evaluated with respect to their applicability to an STY-type engine, i.e.,
the lull- , or single- , expander cycle; the split-expander cycle; the dual-expander cycle; and the full-expander
cycle with a regenerator. The four cycles were compared on the basis of: (i) maximum achievable chamber
pressure, which translates to engine performance, weight, and envelope, (2) system complexity, i.e., number of
coml:x)nents, severity of cycle condition, technology availability, and program risk (3) throttling capability, and
(4) high mixture ratio operation.
The comparison of maximum achievable chamber pressure was based on technology which was .judged to
be readily available by the mid-199()s and included two thrust chamber cooling methods --copper chambers
with milled channel construction and tubular copper chambers. The results are shown in Figure I for the
tubular copper thrust chambers. Based on the assumption of equivalent technology, the full-expander cycle
with regeneration was h)und to have the highest chamber pressure capability. The maximum pressure with the
split-expander cycle was near that of the regenerator cycle at thrust levels above 25,(XX) lbs, but dropped off
at low thrust. The reduced capability was due to cooling limits, not available power. The dual-expander cycle
shows good chamber pressure capability at low thrust, but is the lowest of the four cycles over the range of this
study. Copper tubular thrust chambers were shown to provide a significant improvement in achievable chamber
pressure over milled channel chambers.
()n the basis of system complexity, the full expander cycle has the fewest comlx_nents, the least severe
design requirements, and is the most proven. The extra heal exchangers and oxidizer envin_nment in the oxidizer
turbine make the dual-expander cycle clearly the me,st complex. The split-expander cycle and full-expander cycle
with regeneration were judged to be equal in complexity and slightly more complex than the full-expander cycle.
The primary difference in throttling and high mixture ratio operation between the four cycles is in the
ability to provide adequate thrust chamber cooling and acceptable turbine inlet temperatures over the range of
TABI,E 1. -- ENGINE SYSTEM REQUIREMENTS AND G()AI,S
Oxygen 162.7 R
Inlet Net Positive Suction Head
Hydrogen 15 ft-lbf/lbm at full thrust
Oxygen 2 ft-tbfflbm at full thrust
Design Criteria Human Rated
Aeroassist Compatible
Space Baaed
Service Life Between Overhauls 500 Starts/20 Hours Operation (Goal)
Service Free Life 100 Starts/4 Hours Operation (Goal)
Maximum Single Run Duration
Maximum Time Between Firings
Minimum Time Between Firings
Maximum Storage Time in
Space
Gimbal Requirement
Pitch Angle
Yaw Angle
Acceleration (Maximum)
Velocity (Maximum)
Start Cycle
conditions required. The split expander cycle was lound to have a signilicant advantage over other cycles for
throttled and high mixture ratio operation.
On lhe basis of this comparison, the split expander and lull expander cycle were selected as the cycles to
be used for preparation of the parametric data. These data are presented in Appendix A of this report The
split expander cycle was selected as the baseline cycle for the throttling and high mixture ratio operation study.
Secondary consideration was given to throttling Ihe lull expander cycle with regeneration.
The basic requirements for wide range throttling and high mixture ratio operation are: (1) achievement of
high combustion efficiency over a wide thrust and mixture ratio range without excessive system pressure drop
and complexity, (2) the ability to adequately cool the thrust chamber over the wide range of conditions required,
(3) achievement of wide range control without undue control system complexity, and (4) pump flow stability
and avoidance of turbine flow separation at low flowrales.
A numberof designfeatureswereidentifiedlot meetingtheserequirements;
theyconsisted
o1:
• l)ual-oriliceinjectionto provideacceptable
pressure
dropandhighcombustion
efficiencyoverIhcwide
rangeof fuel andoxidizerllows required(Figure2)
• Useof thesplit-expander
cycleto provideextracoolingcapabililyforoff-designoperalion
• Novelcontrolschemes
to provideincreased
coolingcapacitya! off-designconditions
• Inducer-interstage
strutsandflow recirculation
to provideoff-designpoinlpumpslabilily
2,000
._ /-" Full Expander With Regenerator
1,800
Full-Expander
Maximum 1,600
Chamber
Pressure -
psia 1,400
<__ S Dual-Expander
1,200
1,000 I I I I
0 10,000 20,000 30,000 40,000 50,000 60,000
Engine Vacuum Thrust-lbs
Figure 1. Comparison of Achievable Chamber Press!ire for Fottr Cycles Using Tttbtdar Copper Thrttst Chambers
_ato
Oxygen
Secondary
Injection
Oxygen
Primary
Rate
Injection
Fuel
Injection
The high-perfornlance, oxygen-hydrogen expander cycle engine has been selected by NASA as the baseline
propulsion system li)r the Space Transfer Vehicle (STV). As a pan of this study, a comparison of lisur expander
cycle variations: the full-expander, split-expander, dual-expander, and Iidl-expander with regeneration was
conducted. Study results have provided advanced engine descriptions and parametric data lot NASA's STV
contractors.
In preparing these data, a technology level consistent with the early-to-mid 199()s was established as a
baseline and is described below. The attainment of a given chamber pressure in an expander cycle engine is
highly dependent upon this assumed lechnoh)gy level as well as the degree to which lhe cycle is oplimized.
I)elinition of the technoh)gy level for any study is always subjective. Although some assumptions may be revised
as technology deveh)ps, moderate changes arc not expected to compromise lhe validity ()I the cycle comparison.
(2) Pumps
• Fuel pump bearing bore diameter x speed (DN) of 3.0 × 106 rpm-mm
• Maximum pump tip speed of 21(X) ft/sec
• Shrouded impellers.
(3) Turbines
Two thrust chamber cooling concepts were used in the baseline study: conventional milled channel copper
thrust chambers and tubular copper thrust chambers. The lubular chamber provides an cslimaled 18 percent Ileal
transfer chamber enhancement over the grooved chamber due to the increased hot wall surface area.
The pump bearing DN limit (product of diameter and speed in rpm-mm) was set at 3.() million for the
hydrogen turbopump and 1.4 million for the oxygen lurbopump. Based on lhatl & Whilncy's (I'&W) dcm¢)nstrated
capability in the Space Shuttle Main Engine Alternate Turbopump Design and XI.R-129 high-pressure engine,
current DN limits are 2.4 million for ball bearings and 2.7 million for roller bearings in hydrogen and 1.4 million
for bearings in oxygen. Previous P&W studies have indicated that 3.0 million DN for hydrogen is achievable
with modest development. Although higher effective I)Ns arc possible with hydrostatic bearings, higher speeds
complicatethe pumpdesignanddrivethe turbinetowardpartialadmission(lowerefficiency).Tile effectof
turbopunipspeedwasevaluated
independentlyat 25,000-pounds
thrustin the full-expander
cycle.
Vaneless
back-to-back,oxygen-hydrogen turbopumps arcthebaselinedesignfi_rall cyclesexceptthedual-
expandercycle.Back-to-back turbinesnmstoperatewith a singleturbinedriveandcouldnot beappliedto the
dual-expander
cycle. A discussionof each¢51 the enginecyclesandsomecoml'xmenl evaluations,
whichwere
alsoconducted,is containedin the followingsections.
Turbopump Configurations
High turbopump efficiency is an important requirement lot attaining high chamber pressure. ()ne important
issue is partial-admission versus full-admission turbines. The RLI0 expander cycle engine initially had a partial
admission turbine (approximately 120 ° admission), however, beginning with the RI.10A3-3, the RI.10 has used
a full-admission turbine with a total-to-static efficiency of over 80 percent. A parameter used in turbine design,
specific speed, illustrates the maximum obtainable efficiency and the optimum type of turbine. Figure 3 presents
a specific speed cfliciency curve. The STV cycle requires a high specific speed and a 2-stage, lull-admission
configuration to provide high turbine efliciencies.
During independent com[xment design studies conducted by P&W, analysis indicated possible rotor dynamic
inslabilities with some fuel pump conligurations, l)eveh)pment of suitable damping techniques appears practical,
but an alternative approach is use of a split rotor fuel pump driven by back-to-back turbines as shown in
Conliguration B of Figure 4. This conliguration provides nmch shorter fuel turbopump shall length for improved
rotor dynamics at the expense of some of the weight and performance advantages of Configuration A.
Full-Expander Cycle
In the full-expander cycle, depicted in simplified form in Figure 5, fuel is pumped to a high pressure and
used to cool the chamber and nozzle assembly and drive the turbopumps. The gaseous fuel is then injected into
the main chamber to mix and burn with the liquid oxygen.
An advantage of any expander cycle engine is the relatively benign turbine envmmment compared to the
staged combustion or gas generator cycles. The expander cycle also has lower turbopump discharge pressure
requirements than the staged combustion cycle and higher performance than the gas generator. An expander
cycle engine is accepted as a simpler, safer, more reliable propulsion system, having fewer failure modes than
other cycles. The expander engine, of which the RI.10 is an example, is a flight-proven concept.
The lull-expander cycle relies on heat transferred from the chamber and nozzle to provide the energy
required by the turbopumps. At low design thrust levels, the energy available in the cycle is sufficient to provide
high chamber pressure levels. However, as design thrust increases the maximum achievable chamber pressure
declines, as shown in Figure 6 for both copper tubes and milled channel copper chambers. Above an engine
design thrust of 35,000 pounds, full-expander cycle engine chamber pressures are limited to just under 1500
psia based on the assumed technology level.
Throttling the full-expander cycle through tile desired 2() to I range presents some dill[cull design challenges.
Using tile entire fuel lh)w fur cooling, as thrust levels decrease, the coolant exit temperatures increase. High
mixture ratio operation also presents a cooling problem tbr tile full-expander cycle. The reduced fuel flow at
ihe higher mixture ratios increases the chamber wall temperatures, reducing the chamber design life. These
limitations can be partially offset by reducing conlbustor lenglh, use of overcooling al the design point, or
bypassing part of tile flow al lhc design point and using all of the flow at off-design, ttowcver, these approaches
introduce additional system complexity anti cycle losses.
()verall, the full-expander cycle meets STV propulsitm system requirements, but cooling requirements for
throttling anti high mixture ratio operation would either limit operation in this regime, require cycle compromises,
or require added control provisions.
Split-Expander Cycle
In tile split-expander cycle, shown schematically in Figure 7, a portion of tile fuel bypasses tile chamber
and nozzle coolant passages and most of tile turbomachinery. Tile spill-expander retains tile advanlages of
the full-expander discussed earlier and ol]ers an additional benetit. With approximately half of the fuel flow
routed from the l st-slage pump discharge directly to tile injector, tile lurbopump horsepower requirements lor
the split-expander cycle in a typical STV cycle are decreased by approximately 15 to 25 percent.
The energy available in tile split-expander cycle is tile same as the full-expander cycle liar a given thn, sl
anti chamber pressure level. However, since the horsepower require,nents of the turbopumps arc less, the splil-
expander cycle can achieve higher chamber pressure levels at the same technology level. As shown in Figure
8, tile split-expander cycle with a tubular copper chamber can achieve engine chamber pressures above 15()() psi
at engine thrust levels of 12,()()t) to over 5(),()()0 pounds. The maxinmm chamber pressure is approximately 15()
psi higher with tubular chambers than milled channel chambers.
At thrust levels below 25,()()() pounds, tile maxmmnl chamber pressure with tile split-expander hcgins to
drop. This decline is due to thrust chamber cooling requirements ralher than cycle linlitalions. The decline could
be avoided by reducing tile fraction of cooling jacket bypass flow, however, signilicanl reduction in the design
point bypass flow would reduce the inherent advanlages of tile split-expander for off-design operati_m.
The ability to regulate chamber and nozzle coolant flow during engine throttling and high n|ixlurc ralio
operation is an important benelil of Ihe split-expander cycle. Because of tile reduced coolant ilow ;.|1 full Ihrusl,
the coolant exit temperature of the split-expander is higher ihan tile full-expander. As will be discussed laler, Ihc
coolant exit temperature of tile full-expander cycle rises as the engine is throttled. By using tile spill-expander
jacket bypass valve (JBV) to increase the percent of coolant flow, tile coolant exit temperature can be decreased
up to a point during throttling. At sonic fraction of rated power, 3() percent in the case stutlied, lhe .IBV is
completely closed and tile cycle operates like a full-expander. However, because the coolant passages for lhc
split-expander are designed for a lower flow at rated power, the combustor wall stabilizes al a lower temlx'ralurc
during deep throttling, as shown in Figure 9. The full-expander curve shown in that ligure is for a case II_al
has not been optimized for cooling at throttled conditions, l+ower tempcralures can be obtained, bnl not willloul
some compromise to tile design point or increase in control system complexily.
High mixture ratio operation is also enhanced with tile split-expander cycle. Using the .II3V to increase
tile percent of coolant flow, the spill-expander cycle is able 1o operate at higher mixture ratio levels with a
lower combustor wall temperature. Figure i() shows tile cooler copper tube wall temperature allained with the
split-expander cycle compared to the full-expander cycle. Tile difference in wall temperatures at the design point
is because tile data are Ibr a throttled I()()0 psia cemdilion. For a thrust chamber ihal has been designed at an
()/F of 6.0, 10()0 psia is tile highest chamber pressure thai can be achieved while limiting the maximun_ hot wall
temperature in tile chamber to l()6()°R (tile bhmchmg limit).
Tile full-expander cycle wall temperatures, which were shown in Figure 1(), do not represent an optmnzed
cooling scheme for high mixture ralio operation. Tins optimization cannot be accomplished, however, without
signilicanl cycle penallies at normal operation, l,ow wall temperatures arc essential at high mixture ratio operation.
The maximum wall temperature range for prevention of copper oxidation is 1060 to 126()°R without coalings.
Use of coatings could reduce tile wall temperature, but reliable coatings arc not currently available and any
coating will reduce the overall heal transfer and the available cycle power.
The split-expander cycle is an untested concept, but is based on fully understood Iluid dynamic and
thermodynamic principles. The split-expander cycle offers an attractive alternative to tile full-expander cycle,
meeting STV requirements over tile desired thrust range, and greatly simplifying lhrollling and high mixture
ralio operation.
Dual-Expander Cycle
Another variation of the expander cycle is the dual-expander cycle shown in Figure 11. The dual-expander
cycle uses all the fuel flow to cool the chamber and drive the fuel lurbopump. Oxygen is vaporized in tile nozzle
or an auxiliary heal exchanger and subsequently used to power the oxidizer turbopump. This cycle offers several
advantages over both tile full- and split-expander cycles. The oxygen turbopump does not require a special
interpropellant seal package between the pump and turbine sections. Tile availability of gaseous oxygen at all
thrust levels, simplilies the task of maintaining combustion stability during throttling. Separate turbine drive
fluids simplify mixlure ratio control, but add complexity to transient control.
For a given thrust and chamber pressure level, Ihe energy available to the dual-expander cycle is the same
as both the full- and file split-expander cycles. Tile lurbopump horsepower requirements and the fuel pressure
level are comparable to the full-expander. Because oxygen is less efficient as a turbine working fluid, and there
is less flexibility in the split in lurbine available energy, the dual-expander cycle is more pressure limited than
the other cycles. Figure 12 shows the maximuln chamber pressure attainable with Ihe dual-expander cycle for
both copper tubular and milled channel combustion chambers.
Above an engine thrust level of approximately 2(),000 pounds, the dual-expander cycle cannot achieve
chamber pressures above 121)0 psia without use of regenerators or internal heat exchangers to provide additional
energy to tile cycle. While regeneration is possible, the achievable pressure would always be lower than wilh the
same enhancements in a full-expander cycle except at low thrust (below 75(X) pounds). At low thrust, expander
cycles arc limited by the hydrogen temperature out of the cooling jacket; allowing the oxygen to absorb a portion
of the energy increases the Iolal energy available within the temperature limit.
Using liquid oxygen to cool the nozzle also provides a source of gaseous oxygen to supply tank pressurant
and promote combustion stability during deep throttling, negating the need lot a variable area injector or a
separate heat exchanger. However, experience has shown that achieving good mixing with gaseous fuel and
gaseous oxidizer over a wide range of conditions is difficult, and combustion efficiency may suffer at throttled
or high mixture ratio conditions.
l,ike the split-expander cycle, the dual-expander cycle is an untested concept. The dual-expander cycle
differences from the proven full-expander cycle also arc based on understood fundamental fluid dynamics and
thermodynamics. Technology questions, such as turbine material characterization in gaseous oxygen anti control
during deep throttling and high mixture ratio operation, need to be addressed. Despite its pressure limits at
moderate thrust and more complex operation compared to other expander cycles, the dual-expander remains a
candidate lot the STV, but primarily at low design thrust levels.
Regenerators and Enhanced Heat Transfer
A higher chamber pressure al hioher thrust levels can be achieved ihrouoh use of a reeeneralor or enhanced
Ihrusl chanlber Ileal transfer in tile full-expander anti dual-expander cycles. The split-expander cycle can also
benelil from enhanced heat transfer, but the lower chamber coolant Ilows do not provide adequale cooling when
greatly enhanced Ileal transfer is used below 5(),()t)()-pounds thrust. Tile function of a regenerator is Io increase
the available turbopump power by recovering heal downslream of tile lurbines and using it to preheat lhe fuel
before cooling the thrust chamber (Figure 13). Enhanced chamber heal Iransfer increases tile available power to
the turbines and can be achieved by using linned cooling tubes and ribbed chamber walls.
The upper limit chamber pressure liar the full-expander cycle with regeneration is shown in Figure 14. Tile
enhancelnent of the full-expander cycle with the addition of a regeneralor, provides a signilicanl increase in
chamber pressure over the entire thrust range.
Cycle Selection
Figure 15 compares the limr cycles studied on the basis of copper tubular thrust chamber construction. Figure
16 shows the same comparison using a milled channel copper chamber instead of tubular copper chambers. Tile
full-expander cycle with regeneration produces higher chamber pressure levels, but tile higher coolant temperature
at the design point aggravates the already difficult job of cooling at Ihrotlled or high mixture ratio operation.
Enhanced chamber heat transfer accomplishes the same results, bul also raises the same concerns. I{ypassin,g the
regenerator at off-design conditions partially alleviates this problem
()n the basis of this comparison, the lifll-expander cycle with reoeneration was judged to [lave Ihc highest
chalnber pressure capability over the range of thrust considered. The capabilities of lhe split-expander cycle
and full-expander cycle without regeneration were only slightly lower over most of the thrusl ran._e. The split-
expander cycle was found to have unique advantages for throttled and off-design operation. The full-expander
cycle with regeneration antl the split-expander cycle were therefore selecled as the cycles li_r developing file
parametric data. Tile split-expander cycle was selected as tile baseline lhr tile Ihrottling and high mixture ratio
evaluation and the full-expander cycle with regeneration was given secondary consideralion.
PARAMETRIC DATA
Engine parametric performance envelope anti weight data were generated over tile range of design point
parameters studied (Table 2). The data are presented in graphical form in Appendix A. All data are lor an
oxidizer/fuel ((l/F) ratio of 6.0.
The upper limil chamber pressures presented in lhe "cycle selection" section ranged fn)m 104()to 194() psia
lbr the various cycles and thrust levels invesligated. Tilese limits arc not absolute, hut rather are relalive linlils
based upon lhe assumed technology level chosen lor this sludy. Chamber pressures above 2()(1() psia appear
possible for most cycles at most thrust levels (relier to tile "Higher Chamber Pressure Rcquirelnents" section).
However, an upper limit of 2000 psia was selected for developing tile parametric data. The following paragraphs
describe the methodology used to produce tile parametric data.
Performance
In calculating tile predicted impulse, an ideal impulse was calculated, and then efliciencies were applied
to tile ideal impulse to account for various losses. These losses include energy release losses, kinetic losses,
divergence losses, and boundary-layer losses.
Tile ideal predicted impulse was calculated with the NASA one-dimensional chemical equilibrium computer
code (()I)E) analysis using engine inlet Iluid enthalpies. For this analysis, an adiabatic assumption was employed
with the control w_lume encompassing the engine. Tim propellanls enter the control w_lume at the engine inlet
and exit the control w_lume at the nozzle exit plane. The energy release losses are accounted for by applying a
combustion efficiency to the ideal impulse. For this study, a constant combustion efficiency of 0.992 was used
which is based on performance expected with tangential swirl injectors. Tile remaining losses arc accounted for
by applying a nozzle efficiency to the impulse that has been corrected for energy release losses. For this study,
a constant nozzle eflicieney of {).982 was used which is based on a maximum payload truncated bell nozzle.
A comparison was made between tile method of performance prediction used in this study and experimental
data presented in Table 3 (ref. 1). To make a valid comparison between the predicted and measured performance
a few assumptions were made. First, the combustion efficiency (r/C*) that was calculated from the experimental
results was used in calculating the predicted performance rather than the constant combustion efliciency that
was used in the study.
Secoml, typical cryogenic engine inlet pn)pellant conditions were used to calculate the ideal specilic impulse
instead of using the measured injector inlet conditions (ref. 1). The second assumption was made so as
h) maintain tile validity of the adiabalic assumption that was used in this study. During the experimental
performance measurements, the propellants were not maintained at cryogenic conditions, but were healed t()
ambient temperature by tile atmosphere. Also, as the propellants were combusted and expanded, heat was
removed by tile water jacket that summnded the Ihr(mt region and the heat retaining capacity of the metal. The
ambient heat addition to, and the water jacket heal removal lron_, the pn)pellants tend to offset one another,
thus validating tile adiabatic assumption.
As shown in Figure 17, the comparison shows best agreement around an ()/F of 5.0 for the 1030 to 1 area
ratio and best agreement around an ()/F of 4.0 for the 428 to 1 area ratio. The difference between the predicted
and experimental performance at the lower mixture ratios is probably due to the reduction in heat llux at lower
mixture ratios while tile ambient heat addition remains constant.
The chamber pressure levels fronl the experimental cases are much lower than those investigated in this
study. The study (ref. 1) indicated thai a laminar boundary layer assumption showed the best agreement with
the experimental data. However, subsequent studies by NASA l,ewis (ref. 2) indicate that for higher chamber
pressure levels (360 to 2600 psia) a Iransitional boundary layer occurs. Although no performance data were
presented, the transitional boundary layer would probably be detrimental to performance.
The l_arametric analyses show thal thrust level has no effect on vacuum specilic impulse while chamber
pressure has very little effect, i.e., less than 1 second increase in going from a chamber pressure of 1()()(I psia
to 2()(X) psia (Figure 18). Area ratio is the biggest driver of specilic impulse. An area ratio above 900 would
be required to achieve a 480 sec vacuum I_p based on the current data.
!0
TABI,E3. -- C()MI>ARIS()N ()F P&W I>REI)ICTEI)I_EI,IF()RMANCE
(lq,,.)_l_WITH MEASUREI)
PERF()RMANCE (lsp.,)F()RTHENASA I,EWIS 1030T() I AREARATI()N()ZZI,EtREE I)
Reading AR t:VA¢" P(" 0/1 Iv,,. /,v,,, I,v,/Iv ....
Notes:
(I)[spc was calculated using one-dimensional equilibrium <widJ linginc Inlet linthalpics), a
constant nozzle efficiency (0.9821, and the experimentally determined rt('*.
Engine Envelope
Engine overall lengths and exit diameters were calculated over the range of specilied operating conditions.
The length of the engine is from the gimbal mount to the nozzle exit plane anti consisls of three separate lengths.
The lirst length is the distance from the engine gimbal ntotlnl to the injeclor face. This was eSlilnaled from
layouts of engines ol +comparable thrust. The length of the combustion chamber, the second length, was held
constant at 15 inches. The remainder of the engine length is ihe distance from the throat Io the nozzle exit
plane. A maximum payload bell nozzle contour was generated lot the chamber pressures, thrusl levels, anti
nozzle expansion ratios of the parametric study. The engine diameter is the exit tliameter of the nozzle and is
a function of the thrust level, chamber pressure, and expansion ratio.
Weight
Parametric engine weights were generated over the range of specilied operating condilions. Historical
thrust/weight data were used to estinlale these weights with ad.iustmenls being made li+r size, cycle, material,
and technology differences. These adjustments included nozzle weights which were calculated as a function
of nozzle surface areas. The difference in weight between Ihe split-expander cycle and Ih¢ lifll-expander cycle
will] a regenerator were accounted lot by adding or removing comlxmenls. Analysis of the resells, given in
Appendix A, show a slight weight advantage liar Ihe split-expander cycle when compared to the full-expander
cycle with regenerator.
The maxinmn] payload bell nozzle contour, used throughout the parametric study, is a rather long nozzle
that is used to attain high specilic impulse. A sensitivity study was conducted to calculate the eflec! of nozzle
contour on the trade-off of lenolha anti weight wilh perlormance. Nozzle contours from a mininmn_ leneth_ to a
maximum perforlnancc were examined for a chamber pressure of 1500 psia. The resulls are presented in Figures
II
19 and 20 for the nozzle expansion ratio range of interest and show that going to a shorter nozzle can decrease
engine weight by up to 12 percent Ior a high area ratio (1200 to 1) engine while dropping performance only
approximately 1.0 second. However, lbr a relatively low area ratio (210 to 1) engine, perh)rmance decrease by
almost 3 seconds when a minimum length nozzle contour is used while engine weight drops by only 3.5 percent.
The upper limit chamber pressures, discussed in the "cycle selection" section, were based on rather
conservative assumptions of mid-1990s technology. Selection of the technology level for the cycle comparison
was driven by these considerations:
There appears to be little increase in specilic impulse or system performance at chamber pressures
above ItX)0 to 1500 psia.
Not pushing the system design and associated technoh)gy levels to extreme limits provides margin for
system flexibility, thereby simplifying throttling and high mixture ratio operation.
Not pushing system design and technology levels to extreme limits reduces development difficulty
(prc)gram risk) and helps ensure a high level of reliability.
Highc, r pressures are possible and may, under some circumstances, be worth the additional complication.
A system sensitivity study was conducted to determine which of the cycle parameters in the original study
most signilicantly limited chamber pressure and to show how modifying these variables could extend chamber
pressure limits.
The cycle parameters used in the sensitivity study are listed in Table 4. As appropriate, the parameter
sensitivity was investigated for both the split-expander cycle and lull-expander cycle with regeneration.
Higher Pump Efficiency Full-Expander With Regenerator Higher Pump Speed, Reduced Pump
Spilt-Expander Leakage
Higher Turbine Efficiency FuU-Expander With Regenerator Higher Turbine Speed, Reduced Tip
Split-Expander Leakage
Higher Turbine Pressure Ratio Full-Expander With Regenerator Higher Pump Discharge Pressure
Spht-Expander
The effect of pump efficiency on maximum achievable pressure is shown in Figures 21 and 22 fi_r the two
cycles. For the split-expander cycle, an increase of 5 percent in lhel and oxidizer pump efliciency over the
baseline cycle pump efficiencies (approximately 65 percent for the fuel pump and 75 percent Ior the oxidizer
12
pump)produces an increaseof 150psi in chamberpressure if all othercyclevariablesareheldconstant.Fucl
pumpefficiencyimprovements couldbeachievedby developinghydrostatic bearings
to operatewell abovethe
baselinecycleturbopumpspeed(125,00()rpm for the fuelpump)or by reducinginternalpumpleakagebelow
currentstate-of-the-art
projections.Forthe full-expander
cyclewith regeneration,a 5 percentincreasein pump
efficiencyprovidesa 170psi increasein chamberpressure.
Figures23and24showtileeffectof increases
in turbineefficiencyonchamber pressure.
A 5 percentincrease
in fuelandoxidizerturbineefficiencyoverthebaselinevaluesof 80to 85percentproduces an85 psichamber
pressureincreasefor theslit expander
cycleanda 95 psi increase in thefull-expander
cyclewith regeneration.
All of thecyclestudiesprepared underthestudyhavebeenbasedon a turbinepressure ratioof 2.1.Pratt&
Whitneyexperience hasshownthata pressure ratioof 2.1 produces
a chamber pressurethatis near,butslightly
belowthemaximumthatcanbeachieved.However,higherturbinepressure ratiosproduceonly slightlyhigher
chamberpressures attheexpense of a veryhighheadriseanddischarge pressurerequirementon thepump.This
trendis shownin Figures25aand25b. Forthe full-expander cyclewith regeneration,increasingthe turbine
pressureratioto 2.4 increases chamberpressure by only90 psi,whilerequiringanincrease in pumpdischarge
pressureof 1000psi. Similarly,for the split-expander cycle,wherethemaximumchamberpressureis achieved
ata turbinepressure ratioof 2.6thechamberpressureis increased by only 120psioverthereferencevalue.Yet
thebalanced cycleatthepressureratioof 2.6requiresa largeincrease in fuelpumpdischarge pressureto 6600
psiacompared to the referencepumpdischarge pressureof 5100psia.
Thesplit-expandercyclehasauniquevariablethatcanbeoptimizedfor maximumpressure, i.e.,thefraction
of the fuel thatbypasses
the coolingjacketandturbines.All of theunthrottlcdsplit expander cyclesprepared
underthisstudyhavebeenbasedon 50percentbypassflow. At lowthrust(belowapproximately 2(I,0(_)l-x)unds),
the optimumbypassflow for maximumchamberpressureis below50 percent;however,50 percentwasused
asa minimumin the split-expander cycleto provideflexibility h)r cooling with throUling or high mixture ratio
operation. As shown in Figure 26, increasing the jacket bypass flow at 25,000 pounds of thrust would produce a
small increase in maximum chamber pressure at the expense of a signilicant increase in turbine inlet temperature.
In the lull-expander cycle with a regenerator, the regenerator heat transfer effectiveness is a design variable
that affects available power. A relatively low effectiveness was used in the cycle comparison study because
of cooling limitation at low design point thrust and problems associated with throttling with the regenerator in
the cycle. At the 25,000-pound thrust level, a higher regenerator effectiveness is feasible and can provide a
significant increase in achievable chamber pressure, as shown in Figure 27.
The effect of increased thrust chamber heat transfer was determined for both the split-expander cycle (Figure
28) and the lull-expander cycle with regeneration (Figure 29). Chamber heat transfer enhancement with a tubular
chamber has been estimated to be 18 percent over a milled channel chamber due to the increased hot side
surface area. This is the value used in the cycle comparison study. The actual heal transfer enhancement with
tubular chambers could be significantly more than 18 percent. An additional 10 percent increase in the predicted
heat transfer (110 of 118 percent) could increase chamber pressure by 80 psia for the split-expander cycle and
by 60 psia for the full-expander cycle with regeneration. The chamber heat transfer can also be increased by
lengthening the thrust chamber.
The baseline length for the candidate cycle thrust chambers is 12.3 inches. Figures 30 and 31 show the
impact on chamber pressure of increasing this length to 16 inches for the split-expander cycle and the full-
expander cycle with regeneration, respectively. A 14.7 inch chamber length raises the achievable chamber
pressure by 95 psia for the split-expander cycle engine. Above that length, however, the coolant pressure loss
increase, associated with the enhanced heat transfer, exceeds its benelits and results in a lower attainable chamber
pressure. The lull-expander cycle with regeneration experiences an increase in chamber pressure of 54 psia for
the same 14.7 inch long chamber.
13
Basedon theaboveresultsof thissensitivitystudy,anextended chamber pressurelimit designwasgenerated
tbr eachcycle. M_xleratelevelsof improvement wereselectedfor eachparameter to staywith optimistic,but
nol unrealistic,state-of-the-art
technologyh)r the mid-1990s. Table 5 lists the chosen improved cycle parameter
values. Tables 6 and 7 present the higher chamber pressure cycle data for the split-expander and the full-
expander with regeneration, respectively. The split-expander cycle achieves a chamber pressure of 2044 psia
with a resulting pump discharge pressure of 6923 psia and an oxygen turbopump turbine inlet temperature of
1556°R. The lull-expander cycle with regeneration attains a 2198 psia chamber pressure with a pump discharge
pressure of 7572 psia and a turbine inlet temperature of 957°R.
Split-Expander Full-Expander
Cycle Cycle W/Regenerator
Turbine Pressure Ratio 2.2 2.2
Pump Efficiency, % +5 +5
Turbine Efficiency, % +5 +5
Jacket Bypass, % 55 N/A
Regenerator Effectiveness, % N/A ÷10
Increased Chamber Length, in. +2.4 +2.4
14
TABLE 6. -- ADVANCEDENGINE PARAMETRICSTUDY,SPLIT-EXPANDER
ENGINE
FTA C, 0. 995
CH._H_ COOLJ, NT OP |5_,5.
C_AHBL_ _T DT 140_.
MOZZL£/O'uU'C_R 0 17Z0_.
• IN._-7.:O_ DATA •
15
TABLE 6. -- ADVANCED ENGINE PARAMETRIC STUDY, SPLIT-EXPANDER
ENGINE (Continued)
oJ_,,,d,,,,o,,I,,,.,i,o,,,,,oo,o,,,
eeelee.eeeoeeueeeqee
amleeeeeqmueem
• It_ TUA81NE • • H2 PU_P •
maeemaaemeaaaa
el,ele•e.l=i_,all..a
• O_ BOOST PUIqP •
aeQ1ei4eeeueea
eaeaeeaem6amee
16
TABLE 7. -- ADVANCED ENGINE PARAMETRIC STUDY, FULL-EXPANDER
ENGINE WITH A HYDROGEN REGENERATOR
• VA.LV_ DATA •
• INJECTO_ DATA •
17
TABLE 7. -- ADVANCED ENGINE PARAMETRIC STUDY, FULL-EXPANDER
ENGINE WITH A HYDROGEN REGENERATOR (Continued)
• _ _OOST T UQB[_ •
,o*,o,,*,,,,,,,.,,o, ,o,o.,.*oo*,,..,,
_, FL_ ;41,
£XIT _ _R 0._
• _ T'JRB[_ • I_ l,,Um
u*o..ll,e..ol
ee*e*eeee*eeee*e*eee ue,u*,l,elel,,*
.*eee*eee.eeeuenee
25.
lelleelee*,
• O2 PU_ *
**eeu**eeeeee
NOISE_4F_R 71S.
T[P _ 701.
Sr*_IES L _0L. FLON ?80.
+**,,***+,.,...,
C_'F_CTIVI[_I[S3 0+31
*rru 0,_5
ot_rlo o._o
_GIT_I Q 5627._6
ORIGII"_L I: _._r_, l:J
Ig OF POOR QUALITY
ENGINE-VEHICLEINTERFACES
The identilied engine-vehicle interlaces are listed in Table 8. Redundant electrical and data connections are
suggested for reliability. Each instrumentation cable will carry multiple channels. Tile nunthcr of channels will
be determined based on the architecture of the engine-vehicle control interface.
No. of
l)escription
hz/erJm'es
Gimbal Bearing
(;imbal Actuator
Pneumatic TBI)(Oor 1)
Data 2_1)
Notes:
The ginthal mount is the primary engine attachment to the vehicle and provides the capability to gimbal
the engine through two gimbal actuator attachment points located 90 degrees apart on the engine. The engine
is configured with an extendable nozzle to reduce engine storage length. The engine envelope and mechanical
interfaces are depicted in Figure 32. The engine lengths (x) and diameter (y) correspond to the dimensions given
in Appendix A. The stored length (x') is one-half the total engine length plus 6 to 1() inches depending on engine
thrust and undelined vehicle interlace requirements.
REFERENCES
Smith, T.A.; Pavli, A.J.; and Kacynski, K.J.: "A Comparison of Theoretical and
Experimental Thrust Performance of a 1030:1 Area Ratio Rocket Nozzle at a Chamber
Pressure of 350 psia." NASA TP-2725, 1987.
2_
Smith, T.A.: "Boundary I.ayer l)evelopmenl as a Function of Chamber Pressure in the
NASA Lewis 1030:1 Area Ratio Rockel Nozzle." NASA TM-100917, 1988,
AIAA-88-3301.
19
100 Full
Admission
Turbines
Close Clearance
80 5O%
0% Reaction Reactiq_
/_ Full
Impulse
RL 10 Development History
A
Axial Partial
40
Admission
Turbines
0% Reaction
Impulse
20
1 2 4 6 8 10 15 20 30 40 60 80100 150 200 300400500
oo
Configuration A
Back-to-Back Fuet and Oxidizer Turbine
I I
Configuration B
Back-to-Back Fuel Turbine With Separate Oxidizer Turbine
2O
Liquid
OCV Oxygen
T .ox,u.u
Figure 5. Full-Expander Cycle
2,000 --
1,800 --
Maximum 1,600 --
Chamber
Pressure -
psia 1,400 --
1,200
1,000
I I I I I
0 10,000 20,000 30,000 40,000 50,000 60,000
Engine Vacuum Thrust - Ibs
21
I. I yo_og_o
,,,.,_ ,-_.,,, _ I. I oxy_
',-i" II \
Figure 7, Split-Expander Cycle
2,000 --
Maximum 1,600 --
Chamber
Pressure -
psia 1,400 --
Grooved Channels
1,200 --
1,000 I I I I I I
0 10,000 20,000 30,000 40,000 50,000 60,000
Engine Vacuum Thrust - Ibs
22
1600
25,000 Ib Thrust/6:1 Mixture Ratio
1500
Max
Chamber
Hot 1400
Wall
Temp -
oR
1300
1200 _
0 20 40 60 80 1 O0
Percent Thrust - %
1800
PC = lOOO psia
_n Full
1600
der
Maximum
Chamber
Hot Wall 1400 m
Temperatu_ -
_._ /-- Split
oR
12oo
1000
I I -7 I
8 10 12 14
Engine Mixture Ratio
Figure lOo Thrust Chamber Wall Temperature as a Function of High Mixture Ratio
23
Figure 11. Dual-Expander Cycle
2,000
1,800
Maximum 1,600
Chamber
Pressure - Grooved Channels
psia 1,400 D
1,200
1,000
0 10,000 20,000 30,000 40,000 50,000 60,000
Engine Vacuum Thrust - Ibs
24
MOV
Uquid
Uquid
Hydrogen
Oxygen
FSOV
Fuel Turbopump
.._ .._ Regenerator
LOX Turbopump
2,000
1,800
Maximum 1,600
Chamber
Grooved Channels ._t
Pressure -
psia 1,400
1,200
1,000 I I I I I I
10,000 20,000 30,000 40,000 50,000 60,000
Engine Vacuum Thrust -Ibs
25
2,000
""'''..,,.,,,,,,.,,,,,..,,.
F_ FullExpander
WithRegenerator
1,800
Full-Expander
Maximum 1,600
Chamber
Pressure
-
psia 1,400
<_ DualExpander
_ S -
1,200
1,000
I 1 I "7"--'1 I
10,000 20,000 30,000 40,000 50,000 60,000
Figure 15. Full, Split, Dual, and Regenerator Cycle Comparison With Tubular Thrust Chambers
2,000
1,600 --
Maximum
Chamber
Pressure -
psia 1,400 m
Split-Expander
1,200
__ _ Dual-Expander
I
1,000
0 10,000 20,000 30,000 40,000 50,000 60,000
Figure 16 Full, Split, Dual, and Regenerator Cycle Comparison With Milled Channel Thrust Chambers
26
1.08
Legend:
(_ AR = 1030
[] AR = 428
1.04
Q
IspcJlspm 1.00
0.96
0.92
2 3 4 5
Mixture Ratio
Figure 17. Comparison of Predicted Performance (lsp,,) With Measured Performance (lw,,,)
for the NASA Lewis High Area Ratio Nozzle (Data From Re] 1)
500
495 --
ODE Ideal
Vacuum
Specific (3- a (3 .... , o o •
Impulse -
sec
490 --
485 I I I
0 500 1000 1500
Figure 18. Pratt & Whimey -- Rocket Performance Ideal Impulse Versus P,. for AR = 1000.'1, O/F = 6
27
2 B
1 m AR = 1200
0 B
AR = 800
Delta Impulse-
Seconds AR = 1000
Legend:
E_linimum Length
--2 -- AR = 600 _Vlinimum Surface Area
[_/laxim u m Payload
-4
I I I I I I I I
0.6 0.7 0.8 0.9 1.0 1.1 1.2 1.3 1.4
AR = 1200
1
AR = 1000
0
AR = 800
Delta Impulse-
Seconds
Legend:
E_inimum Length
--2 AR = 600 _k, linimum Surface Area
AR = 210
_Vlaximum Payload
_daximum Performance
--3 --
-4
I I I I I 1
0.7 0.8 0.9 1.0 1.1 1.2 1.3
28
2100 h
2OOO
I
Chamber
- 1900
Pressure
psia
1800
__J O/F - 6.0
t700
3 6 9 12 15
Figure 21. Advanced Split-Expander Cycle P,. Improvement With hlcreased Pump Efficiency
2600 --
2400 --
Chamber
Pressure -
psia
2200
2000 -- J 0/F-6.0
1800
0 3 6 9 12 15
Figure 22. Advanced Full Expander With Regenerator Cycle P,. Improvement With hlcreased Pump E/.[iciency
29
1900
1850
Chamber
Pressure - 1800
psia
1750
1700
_/ • O/F6O
0 3 6 9 12 15
Figure 23. Advanced Split-Expander Cycle P,, Improvement With htcreased Turbine Efficiency
22OO
2100
Chamber
Pressure - 2000
psia
1900
1800
0 3 6 9 12 15
Figure 24, Advanced Ftdl Expander With Regenerator Cycle Pc Improvement With htcreased Turbine Efficiency
3O
20OO 9000
Chamber Pressure -_
-
1900 8000
1800 _ ine
7000
Chamber
Fuel Pump
Pressure - Exit
psia Pressure -
1700
- / Z,i Pressure -- 6000 psia
1600 5OOO
S_O_S S_S_
1f 00 '000
Chamber Pressure ,,,.,,
31
1900 L Baseline .p_........p......,.,.......p 1400
flm_ll tlIjIID
.....'_ Thrust - 25k Ibf
....--"7 / oiF-:-6.0-'
1600 ;-_',,""" _ 800
,500 I I I I I _oo
30 35 40 45 50 55 60
Figure 26. Advanced Split-Expander Cycle P,, hnprovement With Increased Bypass Flow Around Jacket
3500 1600
Chamber
Pressure
25OO 1200
Thrust Chamber
Chamber Coolant Exit
Pressure -
Temperature -
psia oR
2OOO -- 1000
Coolant Exit
1000
I I I I I I 6OO
30 35 40 45 50 55 6O
25
Regenerative Effectiveness. percent
32
I-
F / -,
Chamber Pressure - 1760 F / Legend:
7,oL_
/
psia
0 5 10 15 20 25
Percent Increase in Chamber Heat Transfer
Figure 28. Advanced Split-Expander Cycle Pc hnprovement Due to Increased Chamber Heat Tran.sfer
1880
1860
Chamber Pressure -
1840
psia
1820
1800
0 2 4 6 8 10 12 14 16 18 20
Percent Increase in Chamber Heat Transfer
33
1"0
f
1780
t;'_°!-
Chamber Pressure - I / Legend:
psia
1720 _
1700
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Increased Chamber Length - in.
Figure 30. Advanced Split-Expander Cycle Pc hnprovement Due to btcreased Chamber Length
F
'oo
F / \
1850_ / ,.n.nd" \
Chamber Pressure -
psia
// o,__o.o
1820
,81ol I I I I I I I I
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Increased Chamber Length - in.
Fig.re 31. Advanced Full Expander With Regenerator Cycle Pc Improvement Due to Increased C/lamber Le'ngth
34
Propellant
Top View
Looking Aft
Attachment
Attachment Interface Interface to
Gimbal Center
Plane (Y-Z Plane) _ Gimbal Center
Engine - Vehicle
...... --- I ..... T___
Propellant
Duct
Propellant
Duct ,_
!
Envelope I I
Undefined I
Max Die
4
X'
Stored
Length
Engine
I
X Axis Engine
r
35
Fluids, Electrical,
Data/Command Panels
Locations in Y-Z Planes
(TBD)
]-1 I
Deployed
Length
I X
X Axis
Side View
I
a
Engine _..
36
SECTION III
THROTTLING AND HIGH MIXTURE RATIO OPERATION
COMPONENT REQUIREMENTS
The throttling requirements for the study were set at a minimum throttling capability of 1():1 and an optional
requirement of 20:1. The baseline engine mixture ratio requirement was operation l+rom 5.0 to 7.0 (6.0 + 1.0).
An optional requirement was to be able to operate oxidizer rich at a mixture ratio ol + 12.0. In many respects,
the component requirements for wide range throttling and high mixture ratio operation are sin+ilar; therefore, the
component discussion presented here covers both requirements.
The key technical issues for achieving wide range throttling and high mixture ratio operation are: (1)
achievement of high combustion efticiency over a wide thrust and mixture ratio range without excessive system
pressure drop and complexity, (2) the ability to adequately cool the thrust chamber over the wide range of
conditions required, (3) achievement of wide range control without undue control system complexity, and (4)
pump flow stability and aw)idance of turbine flow separation at low flowrates. The split expander cycle was
selected as the baseline cycle for the throttling and high mixture ratio operation requirements study. The full
expander cycle with a regenerator was also considered. The design thrust level was 20,(X_) Ibs.
Combustion System
l.ow-ffequency combustion instability is the primary combustion concern when throttling a rocket engine.
I.ow-frequency instability generally results from a low injector pressure drop being coupled to the combustion
process at low thrust. Three methods have been proposed to deal with this problem: high injector pressure drop,
dual-orilice injection, and gaseous injection.
The high-pressure drop injector uses a simple, fixed-area injector sized to produce an acceptable pressure
h)ss at the lowest thrust level. However, at full thrust, with the flowrate increased twentyfoid for 20:1 throttling,
the injector pressure drop becomes very high, resulting in high pump discharge pressure requirements. The
extra power required to meet the high discharge pressure requirements significantly reduces the achievable cycle
combustion chamber pressure.
The dual-oritice injection concept provides wide range throttling capability without requiring high oxidizer
injector pressure drops at full thrust or oxidizer vaporization for gaseous injection. Separate control of the primary
and secondary oxidizer flow provides an adequate pressure drop through the primary at all flow conditions. At
low thrust all flow is diverted through the primary orifices, and, at intermediate thrust, the primary is used to
energize and atomize the secondary flow. The dual-orifice concept was derived from gas turbine engine fuel
injection technology and has successfully demonstrated high performance over a wide range of conditions. Under
Contracts AF-04(611)-9565, -9575, and -11611, the injector shown in Figure 33 demonstrated throttling ratios of
170:1 with fluorine/hydrogen. A similar concept using a dual-manifold tangential entry slot oxidizer element was
tested in the XI.R-129 oxygen/hydrogen preburner (Contract F04(611)-68-C-0002) at pressures over 5000 psia
(Figure 34). The XI.R-129 tangential entry dual-orilice injection concept is currently being used in tile preburner
for the SSME Alternate Turbopump Development (ATD) preburner injectors. Extensive spray characterization
has been completed under the ATD program. Figure 35 shows a single ATI) preburner injection element at 100
percent and 10 percent of design flow.
Gaseous oxidizer injection also offers an effective method of achieving low-frequency combustion stability
at low-thrust levels. The dual expander cycle is aimed specilically at providing gaseous oxidizer for injection.
Mixing the gaseous oxidizer with the gaseous fuel over a wide range of operating conditions, however, is more
difficult than gas-liquid mixing, and lower combustion efticiency is likely to be encountered at some operating
conditions.
37
A heatexchanger maybeusedwitha fixed-area injectorto providegaseous oxygenatanacceptable pressure
dropat low thrustwhile maintaining
reasonable
injectorpressure losseswith liquid oxidizerat full thrust.This
concept has been proposed as a solution to low-frequency instability in earlier advanced space engines (the RL 10
liB and the OTV engine), but these engines did not have the requirement for continuous throttling. An engine
using a heat exchanger in conjunction with a single-element injector would require a more complex control
system to provide continuous throttling over the desired 20:1 range.
Based on this comparison, a dual-orifice injector was selected l_r additional evaluation Ibr the study on
the basis of its versatility and potentially high combustion efficiency at lull thrust, throttled, and high mixture
ratio conditions.
Rocket engine cooling with throttling can present difficult design challenges. If the entire fuel flow is used
for cooling, as thrust level decreases, the coolant exit temperature increases. The temperature increases because
with a fixed-geometry thrust chamber, a reduction in thrust is accompanied by a proportional decrease in chamber
pressure and coolant flow, while the heat flux is reduced by approximately chamber pressure to the 0.8 power.
Under some conditions, the increasing coolant temperature can cause the thrust chamber wall temperature to
increase as the engine is throttled. If the wall temperature at lull thrust is near the upper limit (as is desirable to
minimize coolant pressure drop), the allowable upper limit at reduced thrust may be exceeded. The upper curve
in Figure 36 shows a typical example. Cooling limits can be parlially offset by reducing combustion length,
use of higher thrust chamber contraction ratio, use of overcooling at the design point, or bypassing part oi' the
flow at the design point and using all of the flow at off-design condition. Each of these approaches reduces
the cooling problem at throttled conditions, but each imparts a cycle loss, increased thrust chamber weight and
volume, added control system complexity, or some combination of these design penalties.
The split expander provides a means of avoiding the throttling constraint associated with most other cycles.
Because of the reduced coolant flow at full thrust, the coolant exit temperature of the split expander is higher
than with a full-expander cycle. By controlling the split-expander jacket bypass flow to increase the percent of
coolant flow, the coolant exit temperature can be decreased up to a point during throttling. At some fraction
of rated power (30 percent in the case studied), the jacket bypass valve is completely closed, and the cycle
operates like a full-expander cycle. However, because the coolant passages for the split expander are designed
for low flowrate, the combustor wall stabilizes at a lower temperature during deep throttling, as shown in the
lower curve on Figure 36.
High mixture ratio operation is also enhanced with the split-expander cycle. By controlling the coolant
jacket bypass flow to increase the percent of coolant flow, operation at higher mixture ratio levels with lower
combustor wall temperatures is possible. Figure 37 shows the cooler wall temperatures attained with the split
expander cycle compared to a typical cycle.
Low wall temperatures are essential at high mixture ratio operation. The maximum temperature for prevention
of copper oxidation is 1060 to 1260°R without coatings. Use of coatings could reduce this limitation, but proven
coatings are not currently available, and any coating will reduce the overall heat flux and the available cycle power.
The full-expander cycle with regeneration also offers the potential for control of thrust chamber wall
temperatures. By reducing the amount of regeneration, the thrust chamber coolant temperature is reduced. The
cooling benefit of reducing the amount of regeneration is partially offset by the higher coolant density and lower
cooling velocity. Thus, cooling at throttled conditions with a regenerator in the cycle is more difficult than
throttled cooling with a split-expander cycle. Also, care must be taken not to reduce the amount of regeneration
at low thrust to the point that unacceptably low coolant velocity results. Figure 38 compares the coolanl exit
38
temperature for thecaseof all of the fuel passingthroughthe regeneratorwith a casewherea portionof the
jacketexit flowbypasses theregenerator. (Thecontrolscheme tot bypassing
theregenerator is presented
below.)
Withoutpartialbypassing of the regenerator, the coolantjacketexit temperaturegreatlyexceedstheallowable
copperwall temperature. With partialbypassing, thejacketwall temperatureis held within acceptable
limits,
as shownin Figure39.
A conceptual control system for the split-expander cycle is shown in Figure 40. The jacket bypass valve
(JBV) is used to control the coolant jacket flow for throttled and high mixture ratio operation. The JBV also
contributes to thrust control. The oxidizer secondary control valve controls the oxidizer flow split between the
primary and secondary injector flow and provides mixture ratio control by throttling the oxidizer flow. These
two valves can also provide control of thrust down to approximately 60 percent. For deep throttling, a turbine
bypass valve is used to control thrust by reducing turbine power.
In the split-expander cycle, liquid hydrogen enters the engine inlet and flows tlu'ough a single-stage boost
pump and proceeds onto a three-stage main pump. Aller the first stage of the main pump, 50 percent of the
hydrogen flow is diverted and routed through the JBV and to the mixer. The remainder of the hydrogen flow is
sent through the second and third stages of the pump to attain the high pressure required by the cycle and is then
used to cool the chamber and nozzle. A small fraction of the gaseous hydrogen leaving the nozzle coolant exit
is diverted through the turbine bypass valve (TBV) and flows into the mixer. The rest of the coolant hydrogen
flow first powers the main hydrogen and oxygen turbines before being routed to the hydrogen and oxygen boost
turbines. The turbine flow is then used to provide energy to the oxidizer tank pressurant through a heat exchanger
and enters the mixer to join the bypass flows. The combined hydrogen flow then exits the mixer, flows through
the fuel shutoff valve (FS()V), and enters the injector h)r combustion in the main chamber. ()n the oxidizer side,
liquid oxygen enters the engine and flows through a single-stage boost pump and a single-stage main pump.
After exiting the main pump, the oxygen is split between the primary and secondary legs of the injector, with
the secondary flow controlled by the oxidizer flow control valve (SOCV). The flow routed through the primary
side flows through the primary oxidizer shutoff valve (POSV). The oxygen flow is subsequently injected into
the main chamber to combust with the hydrogen.
Figure 41 shows a conceptual control system for the lull-expander cycle with regeneration. Because the
lull-expander cycle has no bypass flow, thrust control is achieved entirely by the turbine bypass valve. The
turbine bypass flow is routed around the regenerator heat exchanger. As thrust is reduced, the amount of bypass
flow increases, thereby reducing the amount of regeneration.
In the lull-expander cycle with regeneration, liquid hydrogen enters the engine inlet and flows through a
single-stage boost pump and proceeds onto a three-stage main pump. Alter exiting the main pump, the hydrogen
flows pass through a regenerator belbre being used to cool the chamber and nozzle. A small portion of the
gaseous hydrogen leaving the nozzle coolant exit is diverted around the turbines through the turbine bypass
valve (TBV). The majority of the hydrogen flow is used to power the main hydrogen and oxygen turbines belbrc
being routed to the hydrogen and oxygen boost turbines. After leaving the oxygen boost turbine, the Ih)w travels
through the regenerator and mixes with the flow which bypassed the turbines. The hydrogen then continues on
through the fuel shutoff valve (FSOV) and enters the injector Ior combustion in the main chamber. The oxidizer
side of the cycle has the same configuration as the split-expander cycle. The liquid oxygen enters the engine and
flows through a single-stage boost pump and a single-stage main pump. After exiting the main pump, tile oxygen
flow is split between the primary and secondary legs of the injector, with the secondary flow being controlled
by the oxidizer flow control valve (()CV). The flow routed through the primary side passes through the primary
oxidizer shutoff valve (POSV) and is subsequently injected into the main chamber to combusl with the hydrogen.
39
Turbomachinery
The turbomachinery concerns when throttling a rocket engine are flow stability on the pump side and flow
separation on the turbine end. As tile rocket engine is throttled, propellant flowrates and turbopump speeds both
decrease. The main pump tends to come down an operating line like that shown in Figure 42. As the pump
enters the low-capacity region, the head coefficient drops off, and the pump flow becomes unstable. One method
of aw_iding this is to recirculate a percentage of the flow from the pump exit to the inlet; in effect maintaining
a higher w)lumelric flow at the low-thrust levels. However, this increases the total enthaipy entering the pump
and may cause the pump to cavitate. To overcome this, the boost pump can be operated in a manner to produce
a higher pressure to the main pump, which together with the recirculated flow can effectively eliminate both
instability and cavitation. In addition to pump recirculation, several design features may be used to enhance
pump stability with throttled operation. One method is use of an inducer-interstage strut. The inlet struts serve
to minimize induced pre-swirl during throttled conditions, thereby providing a steepened headflow characteristic
for improved pump stability. Figure 43 shows how these characteristics increased the head coefficient in the
350K and XI.R-129 high pressure fuel turbopumps, thereby allowing significant increases in throltleability.
Vaneless pump discharge collectors should be used on all stages, as opposed to stall-prone collectors with
incidence-sensitive vane or pipe diffusers. All stages should also employ low discharge blade angles to steepen the
head-flow characteristics Ior improved stability. Various advanced seal configurations may be used to minimize
parasitic leakages detrimental to pump stability at low flowrates. Moderate suction specific speed requirements
have been selected at design and off-design operation to avoid cavitation-induced instabilities. Various throttle
aids such as inlet back-flow collectors can also be employed.
Turbine llow separation is primarily a performance concern rather than an operational concern. The throttling
analysis completed under this study showed that the 20:1 range resulted in turbines which are close to separation.
One advantage that was demonstrated by the split-expander cycle is that, since the turbine is designed lor only
hall the flow at lull thrust, when the engine is throttled down to 5 percent thrust, the turbine has more flow
separation margin in it than the full-expander cycle.
CYCLE DATA
The split-expander cycle and full-expander cycle with regeneration were selected for more detailed engine
studies. 'Ilaese studies consisted of an engine throttling investigation and a mixture ratio variation study. The
thrust chamber and nozzle configuration chosen for both the split expander and the full expander with regeneration
is shown in detail in Figure 44. The thrust chamber is 12.3 inches long, has a contraction ratio of 4.0, and is
constructed from copper tubing. The regenerative nozzle extends out to an area ratio of 210 to 1, and is built
from Haynes 230 tubing. A comlx)site material nozzle extension increases the overall area ratio to 1000 to 1.
The design point selected for the throttling studies for each cycle is defined as follows:
Detailed cycle sheets for the full-thrust design thrust levels are located in Appendix B for each of the
engine cycles examined.
4O
Split-Expander Cycle
A throttling investigation was pertk_rmed on the split-expander cycle, with cycle points generated al 1()(), 5(),
10, and 5 percent of the design thrust level while holding the mixture ratio constant at 6.(). (The throttled cycle
sheets detailing this investigation are located in Appendix C.) During engine throttling in the split-expander cycle,
the JBV, which was previously shown in Figure 40, is used to increase the percenl of hydrogen flow available I_
cool tile thrust chamber/nozzle assembly. This increased coolant flow lowers Ihe coolant exit temperature wilh
lhrusl level, as shown in Figure 45, while the JIIV area decreases according to tile schedule shown in Figure
46. At 10 percent thrust Ihe JBV is completely closed, and lhe cycle reverls to a full expander wilh all of the
hydrogen flow being used to cool the thrust chamber. As a result, tile coolant exit temperalure below I() percent
thrust increases. The TBV opens (Figure 47) as thrust level decreases, allowing a greater percentage of tile
coolant flow to bypass the turbine and causing system pressures and pump speeds to drop.
A major concern during deep throttling is low frequency combustion inslability resulting from low oxidizer
injector pressure drops (< 5% Ap/P_). l)ual-orilicc injection allows tile effective injcclion area to be varied with
thrust level, giving an acceptable average injector pressure loss bolh at low thrust and full thn_st, as shown in
Figure 48. The oxygen is injected using tangential swirl elements to promote momentum exchange between lhe
primary and secondary streams and the net injection velocity is sufficient liar good atomization and efficiency.
A mixture ratio sensitivity study was done on the split expander cycle liar mixture ratios of 5 to 7 anti 12 at
the 2() klb thrust design level. The cycles generated for this study are given in Appendix I). A plol of chamber
pressure and chamber/nozzle heal transfer versus mixture ratio is shown in Figure 49 li)r tile 5 m 7 range.
Below the ()_" of 6.0 level chamber pressure is lower Ihan the design point chamber pressure, w'hictl can be
attributed to the reduced heal flux caused by the h)wer combustion temperature and increased power requirements
lo accomlnodate the higher fuel tlows. The reduced heat flux limits the available cycle power by decreasing tile
turbine inlet temperature. The TBV is closed to maintain chamber pressure. When the 5 percent margin designed
into the cycle reaches () as the ()/F is lowered, chamber pressure and, subsequently, Ihrusl decline. (Amversely,
above an ()/F of 6.0, there is a surplus of energy available to the turbine, and chamber pressure and Ihrusl can
be maintained by opening the TBV. On the other side of stochiometric, at a mixture ratio of 12.(), Ihe heal
llux in the chamber is again below the design level so that the maximum chamber pressure is limited to 125()
psia. The inlet fuel Ilow is nearly 50 percent of design, so the JI3V is closed, making all of Ihe fucl available
for use as a coolant and turbine flow. With Ihe increased mixture ratio, the horsepower split between the luel
and oxidizer turbopumps changes and the fuel side is overpowered by tile Ilow required by the oxidizer turbine.
To compensate for this, the fuel shutoff valve (FSV) is lhrottlcd to create a higher line loss downslream of the
turbines and Io load the fuel system. The FSV must close to approximately 36 percent of its design Ilow area.
A lhroltling study was also conducted for the full-expander cycle with regenerali_m. Tile throttled cycles
generated were al 50, 1(), and 5 percent of the 2(),000 lbs design thrust at a mixlure ratio of 6.0. I)elailed cycle
sheets for these lhroUlcd points are contained in Appendix C.
Unlike the split-expander cycle, the coolant flow cannot be controlled during throttling anti, with the chamber
designed h)r full coolant flow, Ihe coolant exit temperature rises during engine throttling, as shown in Figure 5().
At the 5 percent thrust level, the turbine inlet temperature is above 12()()°R. The TI]V opens during throllling
(Figure 51), bypassing a greater percentage of tile hydrogen flow around the lurbine, dropping pump speeds and
system pressures. Since the energy lk)r tile h_)l side ¢_f the regenerator is supplied by the turbine discharge flow, us
thrust decreases, the lower flowrale results in a relalively small increase in coolant inlet temperature (Figure 52).
41
As wilh the split-expander
cycle, a major concern during deep throttling is low-frequency combustion
instability resulting from low oxidizer iniector pressure drops (< 5_,_, AP/Pc). To maintain the required pressure
loss without having to vaporize the oxygen, tile dual-orilice injector concept was used in the full-expander cycle
studies. The dual-orilice injector allows the effective injection area to be varied with thrust level, giving an
acceptable average injector pressure h)ss both at low thrust and MI thrust, as shown in Figure 53. The oxygen is
injected utilizing tangential swirl elements to promote momentum exchange between the primary and secondary
streams, and the net injection velocity is suMcient for good atomization and efficiency.
Using the 20 klb thrust level as the design point, a mixture ratio sensitivity study was conducted with the
full-expander cycle with regeneration. The specific ()/Fs studied were from 5 to 7 and 12.0. Detailed cycle
sheets li)r these operating points are contained in Appendix I). A plot of chamber pressure and chamber/nozzle
heat transfer versus mixture ratio is shown in Figure 54. The characteristics display the same trends lot the
full-expander cycle wilh regeneration as those seen with the split expander cycle. At the lower ()/F levels, the
cycle runs out of power and chamber pressure falls off. The coolant and turbine flow fi_r the full-expander cycle
with regeneration, operating at high mixture ratio, is much lower than the design value; consequently, turbopump
performance suffers and the achievable chamber pressure is lower. At the mixture ratio of 12.0, the chamber
pressure drops to i 160 psia. As with the split-expander cycle, the FSV must be throttled to load the fuel system.
The valve is closed to under 1() percent of its design value. The selected control system with partial regenerator
bypass, as was previously shown in Figure 41, provides lower coolant exit temperature than achievable without
turbine bypass, but temperatures are still above current acceptable limits li)r copper thrust chambers. Either
improved materials, or a more complex control system that provides complete regenerator bypass, would be
required to achieve operation at a mixture ratio of 12.0. Either approach would be expected to reduce achievable
chamber pressure over some portion of the mixture ratio range.
Primary
O_
Plate
(Rigimesh)
I Injection
42
Supply
Passage
Supply
Primary Passage
Oxidizer Valve
Secondary
Fuel
Inlet 0
_Concentric
Fuel Fuel Area
Oxidizer
Element
B A
Flow A
Entrance
Secondary_" Section
A-A
B-B L
Primary Flow
Entrance
Figztre 34. XLR-129 l)emmtstrator Engine Prebttrtter htjector With l)ttal Tangelttial Eima' Injec/iolt
43
Primary/Secondary
Plate Oxygen
Secondary
Injection
Oxygen
Primary
Injection
Porous
Faceptate
44
1600 m
1500
Maximum 1400
Chamber
Hot Wall
Temperature -
oR 1300
1200
1100
I I I I I
0 5 10 15 20 25
Vacuum Thrust - klb
Figure 36. Maximum Thrust Chamber "Wall Temperature With Throttling ./or a
1800
1600
Maximum
Chamber
Hot Wall 1400
Temperature -
oR
looo I I I I I
4 6 8 10 12 14
45
4000
Baseline
Thrust
=20klbf
3000 O/F=6.0
Coolant
Exit NoRegenerator
Bypass
- 20O0
Temperature
oR
1000
Partial
Regenerator
Bypass
0 20 40 60 80 100
Percent
Thrust
Figure 38. Coolant Exit Temperature Versus Percent Thrust for the Full-Expander Cycle With Regeneration
1500 m
1450
Jacket Wall
Temperature - 1400
oR
1350 -- O/F=6.0
,300 I I I I I
0 20 40 60 80 100
Percent Thrust
Figure 39. Jacket Wall Temperature Versus Percent Thrust for the Full-Expander Cycle With Regeneration
46
LH2 LOX
I
_ i -
( )
t
, \
l
/
/ \
l ,
/
47
LOX
Figure 41. Sl)ace Engilte Control Schematic -- Full-Expander Cycle With Regeneratiou
4_
Pump Operating Line
Pump Head-Capacity
Head - h
Curve at f'_' f "_ Pump Head-Capacity
I
Reduced Normal
Capacity - Q
_'1_ _s - %
Design
_eff_ient
60-- Without Inducer-Strut
-I1_1 I I I
0
XLR-129 Fuel
0 20 40 60 80 100 120
Turbopump
q__ BES- % Design Flow Coefficient
Figure 43. Volute Collector With Inducer Struts Provides Head-Flow Characteristics
49
Z = 28.0 Nozzle Z = 43.2
Z=-12.3 ZR=3615l AR = 121.9 Tum-Around !AR =210
AR = 4.0 = " I Manifold_ !
Nozzle _ I
i /----Nozzle Exit \ I
I / Inlet Manifold \ I
I / Manifold _ I
Chamber / /
/----Chamber Outlet / /
/ Inlet Manifold / (i
Doubte Pass
_ Single Pass
Figure 44. Thrust Chamber and Nozzle Cooling Configuration for the Full-Expansion
Cycle With Regeneration am/the Split-Expander Cycle
1200
1t00
Coolant Exit
Temperature - 1000
oR
900
/ O,F:0.0
800
i I I I I I I I
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Figure 45. Split-Expander Cycle Throttling, Cooant Exit Temperature Versus Percent Thrust
5O
0.12 --
0.10 --
0.08 --
JBV Control
Valve Area - 0.06 --
in. 2
0.04 --
0.02 --
I io,
I F=6oI 1
0
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Fi,gure 46. Split-E.wander Cycle Throttling, .IBV Control Vah'e Area Ver.s'u,s" Percent Thrust
0.4
0.3
TBV Control
Valve Area 0.2
in. 2
10 20 30 40 50 60 70 80 90 1O0
Percent Thrust
Figure 47. Split-E.q)altder Cycle Throttliog, TBV Control Vah'e Area Versus Percetlt Thru,s'l
51
0.30 F Baseline Thrust = 20klbf
O/F = 6.0
A Pinjector
0.15
Pc
0.20 !
0.10
I I I
illlllJlll IIIIII
o .__1
..... #..... 1 I I I I
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Figure 48. Split-Expander Cycle Throttling, Ratio of AP Across Injector to Pc Versus Percent Thrust
1,700 16,000
Chamber Pressure
1,600 14,000
Chamber/
Nozzle
Chamber Heat
Pressure - 1,500 12,000
Transfer -
psia Btu/sec
1,400 10,000
t SSSSSSS Baseline Thrust
= 20klbf
1,300 8,000
4.0 4.4 4.8 5.2 5.6 6.0 6.4 6.8 7.2 7.6 8.0
Mixture Ratio
Figure 49. Split-Expander Cycle Chamber Pressure, and Nozzle Heat Transfer Versus Mixture Ratio
52
1300
1200
1100
Coolant Exit
Temperature - 1000 --
oR
900 --
Baseline Thrust = 20klbf
O/F = 6.0
800 --
700
I I I 1 I I I I I I
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Figure 50. Full Expander With Regenerator, Coolant Exit Temperature Versus Percent Thrust
0.5--
0.4 --
0.3
TBV Control
Valve Area
in.2 0.2
0.1 --
o I I I I I I I I
0 10 20 30 40 50 60 70 80 90 1O0
Percent Thrust
Figure 51. Full Expander With Regenerator, TBV Control Vah'e Area _'rsus Pert'era Thrust
53
280
275
270
Coolant Inlet
Temperature -
oR
260 _
255
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Figure 52. Full Expander With Regenerator, Coolant htlet Temperature Versus Percent Thrust
0.4 I
A Pavo= ( _o,p_ + =s _ )2
(0 tot
Primary ..........,-."''-,....,.....
0.3 -- iiiiII
- ....WIDIIIIII 41I
IIIIii
ml iie
_IIIrleQ
/
& Pinjeetor Thrust 20klbf
L_ Baseline =
Pc 0.2 Average O/F = 6.0
o.lL
I Secondary __=__""
0
0 10 20 30 40 50 60 70 80 90 100
Percent Thrust
Figure 53. FuU Expander With Regenerator, Ratio of AP Across Injector to Pc Versus Percent Thrust
54
1,800 -- 16,000
1,700 -- 14,000
Chamber Pressure
Chamber/
_s Nozzle
Chamber _s Heat
Pressure- 1,600 -- 12,000
_s Transfer -
psia Btu/sec
/
hamber/Nozzle bleat Transfer
1,500 -- S4'SS S
0,000
ss
ss Baseline Thrust = 20klbf
/
1,400
I I I I I I I I I 8,000
4.0 4.4 4.8 5.2 5.6 6.0 6.4 6.6 7.2 7.6 8.0
Mixture Ratio
55
SECTION IV
RECOMMENDATIONS
Based upon the results of this study and related ongoing space engine studies at Pratt & Whitney, the
following recommendations are offered:
.
Steps should be taken to investigate the key technology issues associated with design and
fabrication of copper tubular thrust chambers. These issues include: (a) determination of the
heat transfer enhancement associated with tubular chambers compared to smooth wall chambers,
(b) determination of cyclic structural life increases associated with copper tubes over milled
channel construction, and (c) investigation of copper tube chamber fabrication techniques to take
full advantage of the total heat transfer and life advantages of copper tubular chambers.
2. The study should be expanded to investigate optimum cycles and design approaches for expander
cycle engines in the 50 to 200klbf thrust range.
3. Interlace definition should be expanded in conjunction with system requirement definitions from
vehicle contractors.
.
Performance and envelope data should be updated as performance and technology levels become
better detined from such sources as the NASA-LeRC high area ratio performance investigations
and focused technology programs.
56
APPENDIX A
PARAMETRIC DATA
57
0
0
o
cO
CD
0
o
0
II
Q_
_o
5_
o
o
o
0
06t7
"03S
59
0
0
o
cO
o
0
o
o
0
I...
6O
z
II
{£,
Z
L,J
I,,.
LIJ
Y
CD
z
J
J
<
ILl
2>
0 a
\ ff
\
\
@
61
o o
o
o
o
LO
Q_ II
Z
w
_J
0
oqz
z
w
LO
06
62
i
"---!,
0
0
0
0
z
CO
m
.,,._1
0 !
0
t_
oo
o o
Ig:
Irr
i--
I1",,
E
i II
i1--
o
J
63
0
09t7
64
O
_-_
65
m
.J_
cO
m
L.
O
O
O
O
lid
q
"m
m
,..I
O N
O N
k.......
If.._
F_ N
o
i
J
I(_
Im
o
I
m
.J
O
O
It)
I",,.
n
I.-,.-
::D
r,r
-I-
I--
0 k,
0617 09!7 0Z_ 0917
03 S" "' :IS-IAdlAit O IJ I 03 d .T:, Ft N NOVA
66
0
0
o
o
o
11
,e.
I,,,,.
I,,,.
o
0
eo
-o
o
k.
67
o
!
: ! I
J 0
i ! 0
0 o
J
°- II -- ! ! _11
tO
I
I <Z I
i
0
I 0
o
,. I I I u')
', I i! t
'• |. ! I,. I.
I L ; 11 _ :
I '._ , tl i
I I _ II I 0
i
0
i ' _1 ! i "0
i: i _ I 0
i . 1
:' L L I O0
_J I
! I J '
I
: . I. :
i : _ "ltl ! I
i "1
_j, I ', J t--
_ ;1i I i i 000
! OD
l ,, ,, , '
I I O3-
i r--_ I--
!
L it ' I i r_
I
, I
, I
,
- i
!
<_
>
| i
1.J 0
0
|i 0
t_ 0
0,,I
t!
t_
I
IL Q
i_.
I ,i
0
0
I i 0
0
k i
____=11 1
I I
I ! I ! , i I
,,4
t 0
6_
I I I _ ._ I o
0
I I ! 0
I [--
o
C ___ D !
' I C
C
T
, I
L_ __ C 12 ;
c
__--2 p
- I o
i
i i o
o
I
.
L " i o
i
I
: 1 I I u")
!
!
! i
!
! o
t
| i .0
0
! 0
!
i I 09 q_
I I
II
1 , i f
1
I ,i
.I
I
I
J
|
i
ocO
O_
or,,-
i 1 t
I
1 i i b,"-jt--
i | r_
i
i ! I,,.,
, i i
! I n
|
!
i
I
I
q r,D
L
I <_
:>
¢-.
I
I
1 . t
! o
O
: ! o t_
I q • ! t o :£
i
I i | •
I
i
"|
I
i
i
o,,I
-ZX_ o I;
i
i i 0:-: I I
.St
Q
!
I I k_! :
k.1
i
--q- I:_ J i o
!
:i I O .at
I '_' I i O IN*
N
! 'I h I o
I I !i'. : !
--q _, I _
i k
i
I I
I '"-I q " i ! t
! I
I I I
I I-
I
i
I
Ji I o
69
0
cO -- m
m 0
fl
__ __ ._.l __ __ M-
0 _ i---- --
-- -- 0 -- -- C ---- --
In C
-- -- r_. _ __
¢0
---- tt ---- [ ---- --
"-II i
_,. ___ _
i r.,/)
rr
7 "1-
0
I---_
0
C_
t
i
; I
I tL
i "
I
i i
I ¢
, ! I
I
!
I 0
i
i i • |
t -0
I i | o
i
v--
I I I
II
I
i !1
I
II
i f_
J
i
i 0
m.,
i % _ L I--
L.
: I % t • ! <
|
I Or',-"
' I CD
L I co<
I
I
i
I
!
i
i.
I
II
: I .t
:!
t
i,I
13z
<
, L m::
| t
: t
I q
i l
I, t t
0
0
I ;i _o
i i :1
I
L.
ii
iI
, i% •
I " !
0
i . : % l 0
rq
h I 1
l
i \1 |
i.
.I
[ I ', tl
i •
I
i
i
I
\i\ i
i
J 0
I o
I :\ | 1
I
00_ 00_ 00[ 0
"NI "_ _I3L];',_Vt@ ilX3
70
I
-I q
I q
I
I
t
i
I
!
!
i
I
i
!
1 II
l
I I
I
I
I J
I I
- I I
. I
I
i
I
i
i
q
I
q
p
I r_
i
i
i
- I i
I
I
I
i- I
i
i
i I
OOC
71
II
f,,,.
¢,,0
t.,.
&..
.,<
..R
r4_
OOf OOZ 0
NI '-- N3
72
II
t,,.
t_
o
0
o
o
.t
°_
_a
b,..
Og_ 0g
"N! '---' HION]] ]NION]
73
r
C
0
0
o
II
rr
o
o
o
i
I
I
I
I
|
!
!
I
I
i
i .s!
II
i
I
I
!
i i
!J
Jl
' i
;_
I !
I' i a
! ,
1
_a
I ' ,-4
f, i
1
O_L
HION]] ]NION] ]]V_]AO
74
0
LO
C_
0
0
EI3
I
I
0 0,'1
OEt"
>0 I_ I
0 "_
r'.i
b-..
Cb
Og1_
75
O
O
II
t_
Ogg Og_
NI HION3] ]NION]
76
o
i, I
- -- C)
-- 0
0
I
i
: i
, i I _
i
:!i
i: I
io
!- ii
0
] 0
o
]_'..
!i'
I
I o
<(
I (D E_I_
0 II
I
t 00<(
I
I <
I
L.
! _
1
I _
I
I o
0
s.
I
, I
I
I
, i
- I I
i
' I- I t
Io
r_
I I
] ('q
og9 01;
HION
77
O
O
O
.s!
L.
r_
O
o
cq _s
7_
II
z3
I,,.
I.
'8
x..
I,,,,.
',d
u..
79
0
0
o
_0
I,,,,,
'8
q
b
q
,£
b4
i--,...
O00g
8O
0
o
o
tD
tl
.aD
b
q
(?
! - : !
; : i [ . ! ;
0
O
o
o
O
I.
0
<D
OO9 00_
1HOI3M ]NfON3 ASC]
_2
o
_ !
i 0
(.o
I,
I
I o
i o
I I L_
I
!
i
.__<,__
m, C' I"
,!
I ...... i • i+ _
--t-- r+,. •
O, 0
,<_ I 0
P
---.' i
II
--- i n_
-- _'I<_
| . <_
i I
-" I cr_ e_
[3_
I1)
I 0 o
~__
Q) i
i o _
- -;4- bOLj
0 I
tO"
ED .-...,i
bC
II
_5
i
! -+
__.__- 12_
I,,,,..
"5 _ + ! i 0
l Or,-
oqt,
--X
i -." r.D
I,,,.
r I i
i • I 0
• i r-t 0
_i
i ,
| •
!i- b
,__/
• i-"
F
i
...]
]i
+
I
F ....
0
0
r_
I I
0
I,,,.
i
<::b
0
C_
008.
IH 913_',;
0
o
II
_4
o
o
b,,._
II
£
k
o
o
o
0
0
"6
_5
O
0
o
_o
I1
r_
,£
O
o
ob
_0
000£" 000_ O00L 0
$83 IH913_. 3NtON3 X_O
_6
,o
..J
II
DI
n II
c_
b
Q
_I
L.
a,
r _c
0 k,
_7
0
0
t0
o
o
II
e.
.S
0
o
_a
0
0
o
a.,
0
o
0_
OOg
INOt3M ]NION3 ,,L_J(] £
o
0
{.-..
r
13
..1 --
2I, --
o
o
-CO
r .....
r __
0
0
ii-
i
f
O_
L_
_ r_
oG
r._b _ r.,
II
Q_
Z¢_
L,tJ
__ m
0"_
C_ 172
0
I 0
L_
Cb
_D
_ _w
rob
_r
•_ 14-.-
o
o
II 14__
.+_
_ ] -'1- o
i I
o
I
I I
- Z.i__ __ I
l
f
-Mil ------4----
o_
!
b.J
EK
I O(;h
I
O,_,q
"--£K
L EL
il
Off
L_
n,- x 03
1
O_
O<C
C'qlK
i , _r.D
I
M __
n m
t
__ h 0
wm 0
44--
I' i
tl
0
0
_ Jl I
0
Ob
o¢
000_ 0
9O
o
0
o
o
II
q_
o
o
i
)00£ u..
91
0
0
0
0
0
imi
_J__ II
t_
77-
Q
]l:
l i
I
i :
co
i .2
009
92
: i I o
m J .......
0
1_ I I
i --
£
_m i 0
_m
0
k •
k
!1
I q
F_L -- __
I _
,, \'_
II
I
x.'-, .\.... --- I ....
\ \ L
__
1
m. :
- \
\
" \ . ?2
", _ L3 _
b
c_
.... i _ -t d
X'i
i ! : ,__'_
--- i -Z L.
i
V3
i N4
' i
93
o
o
o
o
II
b
q
o
o
0 o_
94
0
0
0
o
qb
b,,2
II
r_
,a"-,
45
0
0
o
w
t_a
rl
o
0 ¢J
to
°,_
&
0
i o
I
oogt oog
IHOI]M
96
0
o
o
C-,I
fl
L.
O00L 0 <
97
z ._
O
L_
dn
k
x I_
r_
£.
b
r_
E
k
o,,
o
9_
Z ._
_ ¢¢
or
H
_Lt
o_
>.:
LJ .._
b
Q
,.d
.2
O00E O00L 0
J_ H 0 I 3/'¢, _NION3 X_G
99
II
I,,,,
r_
r<
1()0
II
()
E
E
a_
l(}l
LO
II
o4
O.
102
o
cD
o
o
i
o
o
o
o
o
o
c)
o
00
It
0-?
OI
rO_
,.,0
0
<_
0
0
0
o
04
0
0
0
0
O_ 0
87/-187 _ IHDI3M/IBNNHI
1()_
o
I !
I 0
I 0
I
0
I (.0
0 I-I---I
_
IIl-III n
I
I 0
0
0
!:!!! I I
o
_o
• I
i!iri:
: _1 ,'1
o
. 1! I;I
i i 0
I '11 I:1 0
.
I ;,. II _ I. I
o
O0
r_
_J
_1_ ,l .
I I _'
_ u ! i i
! ......
U
O_
i i I ! OOd
i_1_ I
I i ol
-- '-,tt • I I •
I:!:
i_ I: II : LP
l,.lt - <
'I i >
II;I
II _II iii I _ o
0
I |I :!I 0
o Q
cq
II | _:I
b
_1 _ I_ _
-- j-- o
0
_ I i 0
'l l , o
1._J 'JI ii"
I I
I I -
i
I i
I
I J ! 0
O9 0t7 O_ 0
8-1/_-18-1_ _I_HglB_/J.SnI::IH_L
1()4
tl
o
CD
-C)
{,,}
0
og 0t7 O_ 0
8]/-1_]] _/Hgl3M/ISf'II:IH.L
11)5
o
a_
O9 og 0_ 0£
87/_-187 - 1HOI3NVISAI::IH1
106
I i i I ; _ ; E
I I I
{.9 ; _ ;; I i I !
O_
0
0 [ ' r ] ; : :
It} I I'
1II', ....
II
o
O_
,11 1
I
r 1 J ! I I
':,; i!Ii
2 i I ' ,
!
i I , I --.--:-2 __Z2
I i
i
i
L
I
i
, ' _ , ] I i_ i ,
, i i
i
i , i
i , ' i ! I
I
] _ , ' ! i
II
i
o m;
>
i , i 1
' : I i .2
i i
!i'_ : i
i
I :
b
! , i--
i J
t .... 4_ .....
! :
T -_-"
! i _ i " --- , I4....!
i
-4
, i
1 !, [] ] : !
i i i , , , i -_
I
107
I i
II1! (D
Q
i
!l!! 0
!!!t
i_ I
l i
11tl
o
0
0
o
L@
IIii
II
m o
i 0
I C _
L i : i o
I' ,q-
!
L iL
i I _ ! !;ii
m
'i!'
I
I-
I i . I 0')
o
0
i,i;
o II
,:)
0
i
>
1
L
I
[ i
i
0
0
r ii!:
i,
b
i I
i
• W o
i
o
i
i '
21 '
I ]l :
I
t-_---- I i 13
L
i , i : i
! i : i
; i
09 o_ o
871387 - lHgI3A, V18i71:IH1
I()#
J il _ " (D
° -il lt-
0
II
I i -i-L._i_-, 0
CO
l}i li,!) i
I]: .... _7
, .- = - :
_ ,iii_
r _ " • i i
i I _II := I I
II t )L 'I '
lil I I_ ,
!I i 11!!
O)
m
.J
I
i 171 T F--
iI-_ ;ii: II
i_ _
o
I'. " >
-- - 11--11
! I I I I
I! i,_ | :
.... m iT;n T_
i II: ii I:
!!
' I !!_;7 i
r_--I !1 Ir I
)1 ,111 !
7 i --=--:
; i
C"
f i " : : =
H ----,-,-
i { 1 I I
, i
,
_
, , T, _ ] i
,,d
__ _
7J i ,, ,
o_
871387 ~ ±H_I:IN_iBNWHi
1()9
CO
m
I
l--
t3C
7-
I-- II
×
ZD
0
<
I
>
°_
r_
&
09 Og
l I()
APPENDIX B
FULL-THRUST CYCLES
I11
TABLE 9. -- FULL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER TUBE
CHAMBER)
• VALVE. DATA •
VALVE DELTA P _'_ FLOW _ BYPASS
TBV 2315. 0.01 0.1I 5.00
FSOV $2. 0.67 2.23
(X_V 896. 0,08 I3.39
• INJECTC_ DATA •
I12
TABLE 9. -- FULL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER TUBE
CHAMBER) (CONTINUED)
•wIlllmmH'wltITLIR_l_YPLr_f:_RptNdC(tIIaJeleeemlm°DaWle°_TA •
I.I....III..IID.II..IIII...DU • I.II
J.eDeDIllIIBIDIRWWn II n+ll,Ull,,ll
H2 BOOST 7LJABIN[ • _OOgT PUMP
1.38 _ _ 0.450
nHe_nnHS
H2 pU_ _
.oleoDIiIIiililml
$T_S 1
C_] r 0.4S0
H(_SE_OIdE]t •.
JJJllJJllJiJJJ
• 02 TUIRB]M_ •
JJilJJJJlJlJJJ
Lt+_
TABLE I0. -- FULL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
TUBE CHAMBER)
CHA/q_R 1696.5
CHAMBER 1696.5
• VALVE DATA •
VALVE DELTA P AREA FLD_ X _PA_5
TBV 2624. 0.01 0.22 S.00
F_ 67. 1.30 6.46
• THJECTOR DATA •
IHJECTOR DELTA P AREA FLON VELOCITY
FU_'_ 127. 0.90 6.46 1588.26
LOX ]88. 0.37 26.78 149.56
114
TABLE 10. -- FULL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
ilile*l.llilelliImi mll_iiliisliisiii
• _ _OOSY TURglNE • • H2 0005T pUHP •
_se.*osnssssssossss asmasoeounounseao
E_FICIE_CY (T/T) 0.746 EFFICIElCY 0.76_
EYFICI_ IT/_) 0.391 HC_S_POM_ 29.
(RPM) 53300. S_.D (RPM) 535041.
DIA (IN) 1.16 $ SLUED 30_.
E_F _ 11_1 I.O0 HEAD (FT) 2691.
I_TUALI 0.550 DIA. 11N1 1.09
TIP SP_[D $90. TZP gDEr[_ 400.
VI_.. FL TM 457.
1.6S 1*4E_dD COEF O.650
OJLTIO lTfrl 1.01 FI.(_4 C_ 0.201
PtE.5_ RATIO IT,'_) 1.02
iiii,llililioi
"':';7";;;;;':
P'YICIIDd_ (T/T) O.820 _e1_ ic IE)¢_ 1.764
D:YlCI[)¢'Y IT/S) O,I47 _S_ONEI 15 •
S_fl_D (NPI4) 14272. $P((D (ll_) 14272.
U DIA (|N) 3.1I $ SPEI_ 3026.
lYT _ (I._) 2.64 _J_ tFT 1l 242.
1_C1'U4.1 0.S53 DIA. (|N) 2.1I
I,M.X TIP _ 235. TIP SPEZ) l_.
ST_3 ! _L. FLOM 109.
1.45 HF._D CO_ 0.6S1
PR_S RATIO (T/T) 1.01 FLOM CO[P 0,ZN
PI_ t_TlO (T/_J t.0!
IS.
lEgIT PI_ _ 0.03
S.P'F..CIFIC _ 94.92
S_[£1FIC DI,_ 0.86
ei,sss,mesiiss
115
TABLE 11. -- FULL-EXPANDERENGINE -- 25,000 LBF THRUST (COPPER
TUBE CHAMBER)
mmmmmlmI@omIam_aem_mm_imm_memmmlelemm
• VALVI[ DATA •
VALVI[ DELTA P AJ_EA I_L-OA X BYPASS
• INJECT_ DATA •
IHJECTO_ _LTA P AREA FLOM Vl_LOCITY
FUEL 1_). 1._$ 7.46 1291.05
LOX 178. 0.63 66.66 165.27
116
TABLE 11. -- FULL-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
mo mem,m,e,eoal,w,*mmmmeei,gm.mle.ms
slmmmmm..=.m=oeu..mB
• H2 B(:_lr TLitBZN[ •
el, ulllmlllul, lmmll
i.mlllml*lllml
• )42 TURBIME •
i=mw*imwsl.*me onanomnuemn
ST_G_ 014[ ST_ TI40 ST_ _rglE_
a*munJmun ewuwo*amo neemnunmoom
FFF ICII_Y (T/T) 0.865 _]CJE)4CY 0.726 O-72_ 0.724
EFF IC 1£)4L_Y ITS) 0.11_ )4C_tT_O4[N II7. _i3. IIO.
$PE£D (1_1,1) 125000. (flPIl) |25000. |25000. I_000.
HOA_POI4cq 24_ I. S_ SP(_D 11318.
IqE_I D|A. (])4) 2.36 S SPI[:_ i|26. 1121. !1|%.
F.J_F _W_[A (IM2) 0.]1 H[AD (FT) 65769. _3501. 432114.
U/C (ACTUAL) 0.$21 D|A* (IN) 1.06 $.06 3.06
I_ TIP 5713_ I_£. • |P 5t_) |STI. 1_70. 1_71.
STAG(S Z V_I.. _ 7_$. 730. 717.
GJJ41qA 1.34 HEAD _ 0.S0_ 0.S02 0.&99
PR[.%_ II/_T|O (T_) 1.70 FLOI4 C_!3 r 0.11_
PR($$ RATIO (T_) 1.74 DiIwqE'TI_ RATIO 0.412
EXIT _ _ 0.10 ID(ARI_ _H 3.004[*06
_(r'IFl¢ 5£*C[D _t,_S S_FT DIId_rrl_ 2_.00
SP(C IFIC D I/d4_PI_ 1.20
e_llie.llllm*llellnl i*nllilllellllmlo
lnUll.l*llll.. lllllllllll
• (_ TURBId4[ • • 02 PUI,IP =
llll*ll*llllll lllllllllll
117
TABLE 12. -- FULL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
TUBE CHAMBER)
• VALVE DATA •
VALVE DELTA P AREA FI-OM _ HYPASS
TBV Z232. 0.02 0.S& S.00
• INJECTOR DATA •
• )42 _T PUMP •
• • ale aee • •S • mm*•$ em •
02 ICO_T PUMP •
• C[2 Tt_JlM[ •
eemen•ue•nesg• •m•••m••*i*
119
TABLE 13. -- FULL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER)
ETA CI 0.993
CHAH_R COOLANT DP 3S5.
CHAMBER COOLANT DT _4_3.
NOZ2'__ E / CH_BER O 2|899.
CHAMBER t402.6
• VALVE DATA •
INJECTOR DATA •
120
TABLE 13. FULL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
•=mlllmm=mm••g=mmww=
••.=e•mlmmmmmm
• _ TLIRBINE •
=wm•aml.mb••mw
=w.lle*•ummm.m•iwlml
• 02 BI_.T TURBINE • • 02 BOOST pt.l,_ •
=mm=_l*.lm.mm•_e*•me
EFFICIE_ IT/T] 0,896 EFFICIENCY 0.76_
EFFICIEM_ IT/S1 0,7_2 HORSEPONER 51.
SPEED IRPMI _1117. 5.PEED (RPMI 7817,
MEAN DIA {INI 5.81 S SPEED 3026,
EFF AREA (IN2) 7,23 HEAD (FTI 242.
DIA. (INI 3.8_
_X TIP ,SPEED 250. TIP SPEED 132,
STAC,._S I VOL. FLON S64,
lEAD COEF 0._50
PRESS RATIO IT/TI ].01 FLOW COEF 0.200
PRESS RATIO IT/S) 1.01
_(_S_P_ 5l.
EXIT _R 0.1_
SPECIFIC SPEED 93.04
SPECIFIC DI_'_TER 0.92
•.====*_mu•_=m
• 02 TURB]_ • • 02 PUMP •
121
TABLE 14. -- SPLIT-EXPANDERENGINE -- 7500 LBF THRUST (COPPER
TUBE CHAMBER)
• VALV_ DATA
• INJECTOR DATA
INJECTOR D(_TA P AREA FLOW VELOCITY
122
TABLE 14. -- SPLIT-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
RwlwmwlmwnmelweDwmlmllwtoilem_=ebl
llllelmslllllollllllll|_iIslmunlmll
meeeeeeeemeeeeoeeema mlwllellllllllmw|
iiiiiiiiii1|11 seeleemwem|
:wwmmllmlmln_mmweiww iiiIn_looll_ltlll
• 02 _T TZ*g_I|I4( •
iiin_wl|lllDilall
• ()2 pUMP •
eoeaseeeeeamas III,H,._il
BrFICIIE]qC'f 0.703
(_ IC I(14CY (T_) 1.7_$
HF.J_D _ D._10
PRE_ R_TIO (T/T) 1.11 Fl.O_ COD r O.)65
P_(_._ ;rATIO (Tf$_ |.LI D l N_[ T[I R_TIO 0. (,._ _
EXIT _ _IB_R I).07 BF.J_ | _G DN l._Eo06
_DE_ IF 1C _._(D 29.]4 SHAFT DI_TE_ I_._0
123
TABLE 15. -- SPLIT-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
TUBE CHAMBER)
• VALVE DATA -
VAJ_V_ DELTA P AREA FL(_4 ¢ BYPA-_
J_V _20. 0.09 2.25 50.00
TBV 2I_9. 0.01 0.11 5.00
• INJECTOR DATA •
INJECTOR _LTA P AREA FLON VELOCIT'Y
FUEL [21. 0.90 4.&6 1127.7&
LOX 17_. 0.,_LI_ 23.79 145._.B
124
TABLE I5. -- SPLIT-EXPANDERENGINE -- 15,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
i.l,l.l.ll,.. +l.Jll.ul.,..**** •
_ TU_BC_qA_lIN[:Y PLrRFOR_t_I_[ DAT:°m
mmu•mo+mlmlmmiluimw• I•llli•l•llla+lli
• )'12 _T TURJlI_IE m • k_ IO0_T PUMP •
ms,,m,mlilmmmmmmmmom *ll*•lli•lllll,ul
_DIECIFIC _ ]17.10
SPECIFIC DI_M[TUI 0.71
l|ismllsll.ml• •i•lmelllll
• )42 TIJRB]IqE • • 142 PLI4P •
li•llul.llelmw ii•••e•l•uu
illeeeaolllllllll
• 02 O00_T PUF_ •
Olllelllllmllllll
u (32 pUI,I" a
l•l*•l•lll.•
125
TABLE 16. -- SPLIT-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
TUBE CHAMBER)
• VALVE DATA •
VALVE _rl..TA P AREA FLOI,4 X B_I>A-_ •
JBV 340. 0.14 3.?_ 50.00
TKV 2361. 0.01 0.19 5_00
F.T_OV _8. 1.93 7.4_
OCV B24. 0.27 44.64
• I_JECTOR DATA •
INJECTOR DELTA P _EA FLO_ VE'LOCITY
FU_L 1_0. l.]3 7.44 1274.87
LOX 190. 0.61 44.6_ J50.19
120
TABLE 16. -- SPLIT-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
m_we*wiHiwnlmmeell wlmmmmi.lmmwlmuel
eewemlee*lemeu immsalu_lia
illllllllllillllllll
lilll iliililiillllll
olelm_|JlllJt! mnlJim*lni*
• 02 TURBIME •
uneasontomaawu uoioe@snnou
127
TABLE 17. -- SPLIT-EXPANDERENGINE-- 37,500LBF THRUST (COPPER
TUBE CHAMBER)
ETA CN 0.99_
CHAMBER COOLANT DP 567,
CHAMBER COOLJ_.NT DT B79,
NOZZLE/CHAMBER Q 18214,
• INJECTOR DATA •
12_
TABLE 17. -- SPLIT-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
m*lHee*ee|as*sasasa nlee*eemJuBsUolle
• _'_ DO•ST TURJ)IN[ • • H2 It••ST PUHP *
*llleeeelweeeeeoe*aa mase*l.nlnm*lmuoe
..,.aeaesumaas
• _ TUIRB[H[ •
*,**,.a.emaaae ale•eaRn•e•
STAG_ ON[ STJkQ[ TldO STA_ THRFlr
Hen•anne eeeeeeeae eseeeeeneue
**Hve,eee,elueleen* nalmmmliRamlue,ei
• 02 _T TUR911,4( • • 02 IKX_T PUNP •
•***H•noeaISeJeene•
enaesJJ*Jnees•
• C_ TUR|]M( • • 02 PUHP •
12q
TABLE 18. SPLIT-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER)
• VALVI_ DATA •
wu_vE DELTA P AREA F_ BYPASS
J_'V 300. 0.30 7._5 50.00
TI_V 1882. 0.02 0.37 %.00
F ,_OV
OCV
• INJECTOR DATA •
13()
TABLE 18. -- SPLIT-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
"'.'....*....*...=.e..=.....=...*..
,iDv,l=l,,,u,mnme
• 142 B(_OST TUIRB[N( • H2 K)O_T PUMP •
,*,n*neo,,,=,mlum
..sa.sD..lu=.a a.e|..=...i
• N_ PUI'IP •
...,=lDa.m.mon neuesenee|e
• O_ BOOST TURBINE •
===q.,e|ou..umual
ese.nu=o.ss
• 02 TURRIME • • 02 PUMP •
171
TABLE 19. DUAL-EXPANDER ENGINE -- 7500 [,BF THRUST (COPPER
TUBE CHAMBER)
• VALVE I_TA •
FSOV
OBTV 2.-"83. 0.01 |.3_
132
TABLE 19. -- DUAL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
====°=====,======m=. •mm•Im•ummm•mmlm•
• H2 BOOST TURBIN_ • • 1t2 BOOST PUMP •
=,l,l.,=.=wl====,==m i_m_lummm_•Bll•m
ml..l=.mw.,w..
• I_ TURBINE • = 1t2 pUMP •
.=ml===,mm,m=mm_..m. l•m•llllmm_=l,lll
• (,2 BOOST TURBINE • • 02 _OOST PUMP •
mm,lmm_RNnmmm_m••mm•
EFFICIENCy [T/TI 0.798 EFFICIE]NCy 0.76_
EFFICIENCY IT/SI 0.752 HORSEPONER 8.
SPEED (RPM) 20189. SPEED (RPM) 20189,
MEAN DIA (IN{ 2.B3 S SPEED 3025.
EFF AREA (IN2] 0.08 MEAD (FT) 2_2.
UIC (ACTUAL) 0.$53 DIA. 11N1 |._9
MAX TIP SPEED 263. TIP SP_ED 132.
STAGES I VOL, FLOW 85.
GAMMA I . 60 MEAD COEF 0.450
PRESS RATIO {T/T) 1.01 FLOW COFJF 0.200
PRESS RATIO (TISI 1.01
H_SEPOI_R 8.
EXIT MAL'_ NUMBER 0.02
SPECIFIC SPEED ¢,1 . 74
SPECIFIC DIAMETER I .85
• 02 TURBINE • • 02 PUMP •
,•w*m.mm•mwmlm
EFFICIENCY (T/T] O.Bll EFFICIENCY 0.693
EFFICIENCY IT/S} 0.697 HORSEPOWER 335.
SPEED (RPMI 156545. SPEED (RPM] ]56345.
HOP SEPOklER $$5. SS SPEED 28091.
MEAN DIA (IN) 0.82 S SPEED 1488.
EFF AREA (]N2I 0.12 MEAD (FT) 9514.
U/C {ACTUAL) 0.553 DIA. (IN) 1.22
TIP SPEED 6_8. TIP SPEED 835.
133
TABLE 2O. DUAL-EXPANDER ENGINE -- 15,000LBF THRUST (COPPER
TUBE CHAMBER)
• VALVE[ DATA u
• INJECTOR DATA •
134
TABLE 20. DUAL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
mmuNmuumwmmmumwmM,.mm llmmiN=,*Djlmmlu
• mi mu...,, m. wm. m.. mm,, |•m•i.=ml•m=immlm
• H2 BOOST TL_BINE • • H2 BOOST PUMP ,,
.n.=m=.....= •.,,,,.... m•m•=•nnm.,••••..
EFFIcIENCy (T/T) 0.740 EFFICIENCY 0.755
EFIF I C IENCY IT/S) 0.$9| ttORSEPONER 29.
SPFFD (RPHI 55542. SPEED [RPNI 53342.
DIA (IN) 1.16 S SPEED '[045.
EFT _EA I]_) 1.77 HEAD (FT) 2700.
U/C CACTUS_ ) 0.551 IliA. ( IN ) 1 .B9
TIP SPEED 390. TIP SPEED 459,
S T*_;ES I VOL. FLOW 457.
GA;9_ 1.40 HEAD COEF 0.450
PRESS RATIO (T/T} 1.0Z FLOW COEF 0.201
PRESS RATIO IT/S) 1.03
HORSF_POMER 29.
EXIT _ NUMBER 0.12
SPECIFIC SPEED 147.46
SPECIFIC D 1At'_TER 0.52
llmllllllll
•m...m••,.l=•= =l=llllllll
• 0_ TURBINE • • 02 PUMP •
mlm.lllll=mi.l .,•.ml|.•l|
E_'F ] C I L_gCY (T/T) 0.830 EFFICIENCY 0.717
EFFICIENCY IT/S) 0.7Z2 HORSJEPOI.R_R 667.
SPEEO (RPM) 110421. SPEED {RPM) II0421.
HOR._OI,I[R 667. SS SP_-_D 28065.
MEAN DIA {IN] 1.15 $ SPEED |450.
AREA {IN2) 0*20 HEAD (FT] 9811.
U/C ( ACTUAL ) 0. 553 DIA. (IN) 1.75
TIP SPEED 640. TIP SPEED 834.
ST_I.G_S I VOL. let.ON ]5.8,
1.73 HEAl] CO_F 0.454
PRESS RATIO (T/T) 2.10 FLO_,_ COEF 0.13_
PRE._ RATIO IT/S) 2.40 DIAMETER RATIO 0.559
EXIT W*¢_ NUMBER 0.35 BEARING DN 1.55Eo05
SPEC IF ]C SPEED 81.68 SHAFT DIAMETER l_.00
SPECIFIC DIAMETER 1.01
135
TABLE 21. -- DUAL-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
TUBE CHAMBER)
• _ SY3TEN CONDITIONS •
CHANBER 1158.7
• VALV_ DATA u
• INJECTOR DATA •
136
TABLE 21. DUAL-EXPANDERENGINE-- 25,000LBF THRUST (COPPER
TUBE CHAMBER)(CONTINUED)
llllillllllllllll
mmmulmwlmmlmm= i,,*m•l•ll*mm
• H2 TURBINE • m H2 pUNP m
mmlmulmlmlmmlm imul•g•••mm
IIIlllllllllllllllll .••.•mm|mmmaml_mB
• 02 BOOST TURBINE • • 02 BOOST pUNP •
Ilmmlillllllllilllll
• 02 TURBINE • • 02 PUMP m
••mlmmmmlmalam iilllllllll
EFFICIENCY IT/T) 0.877 EFFICIEk_'Y 0.737
EFFICIENCY IT/S) 0.764 HORSJ[PON_R 1018.
SPEED CRPM1 82933. SP_LrD (RPN) 82933.
HOR._PONER ]018. ._S SPEED 27218.
137
TABLE 22. m DUAL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
TUBE CHAMBER)
ETA Cm 0.993
CHAMBER COOLANT [_P 279.
CHAHBER C_DOLANT DT 317.
I_ZZLE COOLA_lr DP 2_*0.
NOZZLE COOLANT DT 326.
CHAMBER O (HYOROC, JEN COOLED) 13588.
i'40ZZ1-E O (OX'YC, E)I COOL[O] 8378.
• VA__NE DATA •
• INJECTOR DATA •
13_
TABLE 22. DUAL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
•Ul•mllllllim•
• H2 TURBINe • • 142 PUMP •
mlmml•@_m•_
STAI31_ ONE STAGE TWO
• • ,,mmm, elemam*Jeu_lSlmJe
• 02 BOOST TURBINE • • 02 BO0_T PUNP •
• • mmmmmm• m•Jim• •_nmm
EFFICIENCY (T/TI 0.853 EFFICIENCY 0.764
EFFICIENCY (T/SI 0.810 NORSLrpOWER 19.
SPEED (RPM} )023. _ IKI>N) 9023.
MEAN OIA fIN) 6.]A S SP_T.J) 3026.
EFF AREA (IN2) 0.31 HEAD (FT) 242.
U/C (ACTUAL) 0.553 DIA. (IN) 3.34
MAX TIP SPEED 260. TIP SP_D 132.
.immN.m._muNum In•Ilia•Ill
• 02 TURBINE ' • O_ PUMP •
IIIlllilill
EFFICIENCY (T/T) 0.887 EFFICIENCY 0.751
EFFICIENCY (T/SI 0.77¢ HOR_EPOMF.R 1¢63.
SPEED (RPM) 6668S. SPEED (RPM) 6668S.
etORSEPOtJER 144_. SPEED 26810.
MEAN DIA . (IN) 1.80 S SPEED 1476.
139
TABLE 23. -- DUAL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER)
• VALVE DATA •
• INJECTOR DATA •
140
TABLE 23. --
DUAL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
TUBE CHAMBER) (CONTINUED)
o|nmmm|mmmmm|mmmmmm|mmmm|mmmma|mmm|
m•••e•m••m•ema U•lla••uummn
• H2 TURBIIq( • m 1.12 pLI_ •
ewmme.mmmmmnem •a•IIIIIlUIIIB•
m••ulsii•uml•l•l•mam ,••_asaainwe_e.•e
• 02 _T TURBINE • • 02 BOOST PUMP i
i••m•mim•lle•silills iiiiiiillllllllll
EFFICI_C'_' (TfI) 0.857 EFFICIENCY 0.764
EFFICIENCY (T_) 0.815 HORSEPOWE_ 52.
SPEED (RP_| _13. SPEED (RPMI 7813.
_AN DIA (IN) 7.32 S SPEED 3026.
EFF AREA fl_"_) O.39 HEAD EFT) 242.
U/C (ACTUAL) 0.S$3 DIA. (IN) 3.85
MAX TIP _ 26O. TiP SPEED 132.
STAGES 1 VOL. FLOW 564.
Ga_PtA 1._ HEAD_ 0.450
PRESS RATIO (T/T) 1.01 FLOW COEF 0.200
PRESS RATIO (T/SI 1.01
H(_P_R $2.
EXIT _ NUMIL_ 0.02
SPECIFIE SP_ED _6.25
SPECIFIC DI_T_ 2.19
,mmmm•smlll•lm _nnm_uunsll
• 02 TURBINE • • 02 PUHP •
••=ml•ilimllls ••*•lusu•ul
EFFICZ_ (T/TI 0.89S EFFICIENCY 0.758
EFFIC)EN_¢ IT/S) 0.?B4 HORSEPONBll 2003.
SPEED (RP_J _82_. SPEED (RPH) 58298.
_._T.J_R 2O03. SS SPEED 27067.
MEAN DIA (IH) 2.09 S SPEED 1449.
EFF AREA ()_) 0.60 HEAD IFT) 9330.
U/C (ACTU_k) 0.553 DIA. fIN) 3,14
MAX TIP SPEED 603. TIP SPEED 799.
STACKS ! V_4.. FLOW 557.
GAMMA I._lt HEAD COEF 0.470
PRESS RATIO (T/T) 2.29 FLOW COO = 0.136
PRESS RATIO (T/S) 2.66 DIAMETER RATIO 0.671
EXIT MACH N_B_.R 0.3& BEARING DN 1.40E.06
SPECIFIC SPEED 8).67 SHAFT DIANETER 24.00
SPECIFIC DIAMETER ).04
141
TABLE 24. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 7500 LBF THRUST (COPPER TUBE CHAMBER)
CHamBER 1941.3
• VN-VE DATA u
VALVE DEI.TA P AREA FLOW X BYPASS
TBV 2292. 0.0l 0.11 S.00
F.'_OV 54. 0.64 2.23
OCV 934. 0.gl 13.39
• IkUECTOR DATA •
INJECTOR DELTA P AJ_f.A FLON VELOCITY
FUEL 1¢6. 0.¢4 2.23 I558.24
LOX 216. 0.17 13.39 160.32
142
TABLE 24. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 7500 LBF THRUST (COPPER TUBE CHAMBER) (CONTINUED)
•_H''**lWHe*TL._l_l_l_myell*He*O*aellb'***l_Jtr_ _T_
,H*lU*.*mlIH.=*,***lDll.*el*****
:'_'_;';_;;;_': :'_'_;';_7":
***o***,,mm,,e*,,,,e ***Be**H*mlt* • **
51AG(I I
_IT _ _ 0.13
mn*me***e*mollee*
ImOOSl Ikl_DSkl[
gmmmlmmnolmmmmm|ogJm *mDim_*llmm*_.m*m
S_ (RPM) 2018_.
_ I_) 2"_.
_ I.$S
:._.;_-.
STAG_S
I*$$
REGE)_C_TCle DATA
60.25 66,8_
0.16 0.6S
_I[CTIV_r_[_ 0.29
WTU 0._1
CIAT]O O.87
Gql_ 7,BS
I_G_q 0 1995.14
143
TABLE 25. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 15,000LBF THRUST (COPPER TUBE CHAMBER)
PRESSURE 184_;.7
VAC ENGII4E THRUST 15000.
TOTAL ENGINE FLOM RATE $1 .Z'5
DE]... VAC. I_ _:' _80.1
THROAT ARF-.A $. 98
NOZ21JE AREA RATIO 1000.0
NOZZLE EJ(|7 DIAHETEM 71. 18
• VALVE DATA •
• INJECT_ DATA •
144
TABLE 25. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 15,000 LBF THRUST (COPPER TUBE CHAMBER) (CONTINUED)
iHlelealu.lu*awaee eolaleoel*l,oe*lm
_._I[P_R 29.
• I,_ TtI_BIN[ *
ill**lmu.u.mll
HORSk'PCIW_N 2319.
_FJ_O C3OE3r
em.ueuaal_laualoueen *nan_aonsnuHn
e,,,,nnoaHsUesHJn euooanae*enuno
_ 1.41 _ 0.658
_eu*_esee*ee oono*oean
• O2 TU_BTN[ •
ee_sH,oen
TI_ _ 663.
[YF(CTIV_SS 0.2T
_ATIO O.92
C_qlN 1S.06
R[C_._ Q 280_.6_
145
TABLE 26. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 25,000 LBF THRUST (COPPER TUBE CHAMBER)
NOZZ!-E/O_4_ER O 1't661.
• VALVE DATA •
V_LVIE DELTA P AREA FLON _ _VPAS_
TBV 22_0. 0.02 0._7 5.00
FS_ 50. 1.8_ 7._6
• INJECTO_ DATA •
INJECTOR DELTA P AREA FLOW VELOCITY
FUEL I_. 1.26 7.&_ 126_.91
146
TABLE 26. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 25,000 LBF THRUST (COPPER TUBE CHAMBER) (CONTINUED)
,,*,H*,,,ii,leel,eoHene*eDieeeIe
iial,,,Jmilo,,w,euD i| _.nlm***.*l.ll
• _ kX3_T TURP]_I( •
mm_lbmvb,,:,_sUs,HI i_**el*ll_ml*ee*a
STAG4[$ I
iJ*lln**mlo. I imlmsuullla
H_ pUNP*
IliWltlIDImeRI inlann.a*e
_C (_CTU_L) 0.SOS
_IIT _ _ 0,16
$Y_FT DI_ 24.01
illlllllllilllllllll
• 02 KX3_T TURP|N( •
.._.;_;a;;;..
iiIIIllllllllllIllll
I_WYlCUI_I'4_'Y 0.764
HORS(;_3t 2&.
_ICl_ IT¢$1 1.72t
_ (R_q) 1115S. _de_[D (liJqq) 118SS.
S Sfq[3[D SO2&.
(1_[_ _ _ 1.11
IIlilllillilil
a 0_ TLtIIN[ a
.._.;_;..
aooJeoJnJ.*eoa
*(G_I4_tATOtt D_IA
***..,D,.Disaau.
0.51 1.16
Gr_[£?IV'(_I[_$ 0.?T
J.nU 0,_0
CIATIO l,D0
C_qlN 2_,0_
147
TABLE 27. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 37,500 LBF THRUST (COPPER TUBE CHAMBER)
• VALVE DATA •
VALVE Di_LTA P AREA FLON ][ BYPASS
TErV 2354. 0.02 0.56 5.00
• INJECTOR DATa •
INJECTOR DELTA P AREA FLOW VELOCITY
FUEl. 125. 1.89 11.]6 ]]77.20
LOX 186. 0.92 66.96 148.36
148
TABLE 27. _ FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 37,500 LBF THRUST (COPPER TUBE CHAMBER) (CONTINUED)
*e**eHau*l***t*lee
CC_¢ 0.454
PI_S_ UTIO ITfr) 1.01 FLOkl _ 0.2"111
Pt(S_ RA_]O (TrS) 1.02
?2.
(XlT _ _ 0.10
":;';,'.';;:;-. ueaseeneu
N2 PU_P s
neeueoeoeo
neneenee*ee*HJo*e
IIO(_ T Tt_181NE
**ten*esnnesJJe**no .m......u...eo..o
U DZ& (im)
_ 1._6
_ $_.
_C IF_C _ 96.$1
seeeooseesoon
TtJ_lllN[ 02 PU_P
*sseeooseseso*
I_Q[_[NATSN D&TA
G_"[£71VI[_I[SS 8.29
krTu 0._2
Gt_TI0 0.95
C_]N $9.O6
I_GaDe0 $109.96
149
TABLE 28. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 50,000 LBF THRUST (COPPER TUBE CHAMBER)
NOZ'ZLE/[_.tAHI_ER O 2%099.
CHAMBER 1557.9
• VALVE DATA •
• INJECTOR DATA •
INJECTOR D_ELT A P AREA FLOM V1EI.OC I TY
FUEL 117- 2._8 l_i .B1B 1117.61
LOX 173. l .Z7 89.29 1¢._- 0?
150
TABLE 28. -- FULL-EXPANDERENGINEWITH HYDROGENREGENERATOR
-- 50,000LBF THRUST (COPPERTUBE CHAMBER)(CONTINUED)
ulJI,Qeeeo. Jl._tmeeeemeoJe*neHI
TUOIla(:Ult_JJ(_PqIN(i'V_ GAT&
olaoo,ololw..D_Jeomolleenomoeetn
m.._.,.emiHa,eollee eonnoeeeonseJeeH
M(m*SEPCX.I(N 94.
[X]T _ _ 0.1!
letmelmalmeeel mnommeel|,e
J2l)J0.
01AO_r11_t $|.00
e,lmell,,IJlJJ*Bml_D
( _. ) 9._
W TIP _ 212
wemeleleleiBel eeeesoonnee
O_ TIJKBilO[ P_
lemeommtmllmlm neeeeonnea
OT*G£$ 2
14[_DC_I r |._$4
eeooseenosHeen
_TU 0.&2
C_AT]O 0o_
C_OIN 49.1'4
0E_._g Q $71_.6_
151
TABLE 29. -- FULL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
GROOVED CHAMBER)
• VALVE DATA •
• INJECTOR DATA •
152
TABLE 29. -- FULL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
allnmlamlwmwln Imlmlaaamaa
• I_ TURBINE • • H2 PUNP •
mlmm_mmmMuwull _m_iammm_
annlmaamm.•u,.e,wmll
==ueew..u=l•mm
• 02 TURBINE • _ G2 pUI, IP m
m•llmumnlnl.mm
153
TABLE 30. -- FULL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER)
1556.2
• VALV[ DATA •
• ]NJECT_ _TA •
154
TABLE 30. -- FULL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
ummmmmMmmmmmmm .lalnalalm•
• 1t2 TURBINE •
i m mlmmmlltlmm ll4m lIMMlllllml
aaamm,am_anmmaammmau,t
illllillllllil
• 02 TURBINE • • 02 pUMP •
IIIIIIIIIIIiii
155
TABLE 31. -- FULL-EXPANDERENGINE-- 25,000LBF THRUST (COPPER
GROOVEDCHAMBER)
NOZZLE/CHAMBER Q 12774,
• VALVE DATA •
• INJECTOR DATA •
156
TABLE 31. -- FULL-EXPANDERENGINE-- 25,000LBF THRUST (COPPER
GROOVEDCHAMBER)(CONTINUED)
amumammmammmuM ueaeauaaame
• H2 TURBINE • • H2 PUI.E_ n
mllwmmeaimiMmm
•megm•m....mim
• 02 TURBINE • • (_ PUHP =
umwmmam•m4ulmm mmelaalaula
EFFICIENCY (T/T) 0.850 EFFICIENCY 0.741
EFFICIENCY IT/S) 0.782 HOR SIP OJ4B_ 498.
SPF_-'D (RPM) 63806. SPEED (RP14) 6S_0_.
HOR _EPCMER 4']'8. SS SPEED 20957.
DIA (IN) 2.6(* S SPEED 1918.
EFF AREA (IN2) O.SI FEAt) (FTI 4581.
UIC ( ACTUad_ ) 0.455 DIA. (IN) 2.11
MAX TIP ._PFJED 749. TIP SP EJ[D _.
STAGES 1 V(__. FLOW 2_0.
GN'q'qA 1.39 H_AD _ 0 .&2.,
PRE3S RATIO (T/T) 1.12 FLOt4 CC(_: 0.159
PRESS RATIO (T/S) 1.13 D I A_TER RATIO 0._
EXIT _ NUMBER o.11
SPECIFIC _EO 47.k4 5.HAF T D I _'_TER 22.00
SPECIFIC DIAMETER 1.15
157
TABLE 32. -- FULL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
GROOVED CHAMBER)
_R PRESSURE i $$='.. $
VAE E_(;]NE THgUST .57500.
TOTAL ENGINE FLON RATE 78. i _.
_R COOLANT DP 386.
CHAMBER COOLANT DT .576.
NOZZLEI_R O 1612S.
1334.9
• VALVE DATA u
• II_UECTOR DATA •
158
TABLE 32. -- FULL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
• q.m.w..Na•, mg.l.
I H2 ;OOST T_BINE : * HZ BCX3_T PuMP •
m_m.u,mm,_um..ii.uuu
EFFICIENCY (T/T} 0.847 EFFICIENCY O.7_5
amqmmwmmmmummm
• M2 TURBINE • • 1"12 PONP -
auma_mNmiuumm•
STAGE 0HE _I"_GIE _ STA_iE THRJDE
mm_e=um== ...wwnilm i.lllm._.ii
m.mm.uu_m,NemNlammm.
• 02 TURBINE • • OZ PUMP •
1_9
TABLE 33. -- FULL-EXPANDERENGINE-- 50,000LBF THRUST (COPPER
GROOVEDCHAMBER)
PRESSURE 1342.3
VAC FNGINE THRUST 50000.
TOTAL ENGINE FLOM RAT[ 104,18
D_L. VAC. ISP 479.9
THROAT AREA 18.19
CHAM_R 1342.5
• VALVE DATA •
• INJECTOR DATA .
160
TABLE 33. -- FULL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
.•.mlulmlumm.N_.mm•• mm_mlmemmluJmeml_
Ime•mNmnlmull• ill*•_•e•ll
• N2 TURBII_ • • H2 PUNP*
mmllmu..wmewum Illi_l.lmml
STAG_ ONE STAGE _ STAGE THREE
lnmn_lell mmmammmll mlmllllmlmi
EFFICIENCY (T/T) 0.890 EFFICIENCY 0.766 0.765 0.764
mll•m•_••mm
• 02 TURBINE • • C_ PUI'IP *
161
TABLE 34. -- SPLIT-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
GROOVED CHAMBER)
• VALVE DATA •
• INJECTOR _TA •
162
TABLE 34. -- SPLIT-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
m=,,*=l*=,,•=•**=m=•
nmm=lmmmmmmmmw llll=_llll•
• m2 TURBINE * • _ p[,lll'_ •
=mmmwmMmmmNnmn llllllmllml
m,,,Im=NN,=,=,mm==uu
• O_ BOOST TURBIME • • 0_ BOOST PUNP •
=maN•mNm==,m_iIm==m
==_=m_m===*=== •llm.mm.lm•
• 02 TURBINE • 02 pIJ_'_ •
ummimmu_•*ll== ll,•lm.mlm•
EFFICIENCY (T/T) 0.778 EFFIEIL_WCY 0.702
EFFICIENCY IT/S) 0.750 HORSEPOWER 132.
SPEED (RPM) I09_65, IRPM) 109465.
HORSEPOMER 132. SS SPEED 19676.
MEAN DIA (IN) 2.28 S SP_ 2077.
EFF AREA (IN21 0.I_ MEAD (FT) 3801.
U/C (ACTUAL] 0.519 DIA. [INI 1.14
MAX TIP SPEED 1130. TIP SPEED 546.
STATUES I _l. FLOW 8_.
GAMMA 1.42 HEAD _F 0.(10
PRESS RATIO IT/T) l.ll FLOW COEF 0.165
PRESS RATIO IT/ST 1.12 DI_EI_R RATIO 0.682
EXIT _ NUMBER 0.07 BEARING ON I.$IE*06
SPECIFIC SPEED 30.59 SH,_FT DIAMETER 12.00
SPECIFIC DIAMETER 2.33
163
TABLE 35. -- SPLIT-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER)
CHAMBER ! _ 94 . 3
• VA/._V_ DATA •
• I_CTO_ DATA •
164
TABLE 35. -- SPLIT-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
.alemmNll_a.lm ilml.a._.l.
• H2 TURBINE • • H2 pUMP •
liJmlmuzlmlmmn
STAGE ONE STA_E TWO STAGE THREE
IlJllJlli II_Jlllll JJlniJlJNNI
=.,.muummwuteM..wl=•
.=l..Mmmwa••l=
• 02 TUR_D.E • • 02 P_P •
165
TABLE 36. -- SPLIT-EXPANDERENGINE-- 25,000LBF THRUST (COPPER
GROOVEDCHAMBER)
CHAH_ER 1559.9
• VALVE DATA •
• INJECTOR DATA •
16_
TABLE 36. -- SPLIT-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
ImHmme=amemla.llu=mmlllwa.amaamlmm
mmmmmuuMmmmlmm •llasaaaaam
• H2 TURBINE• • 1_ ptM'IP •
mm@ImMmmlmlmla laeoawmaalm
mala_mlaamimlm m.l•lllllla
• 0,2 TURBINE • • _2 RUNP .
mlm_lnaaamaama ullleel.*i.
EFFICIENCY (T/T} 0.852 EFFICIEN_ 0.7(7
EFFICIENCY IT/S) 0.826 HOi_SEPOIdE_ ._Z_.
SPEED (RPM) 65070. SPEED (_) 65010.
HORSEPOWER 522. $5 SPEED 2115,2.
NEAN DIA (IN) $.13 S SPEED I_.
EFF AREA (1N21 0.30 HEAD (FTI _ei.
U/C (ACTU_J_) 0.550 DIA. (IN} 2.12
MAX T]P SPEED 939. TIP SPEED 682.
STACdES 2 VIl_. FLOW _1_.
1.44 HEAD _ 0._26
PRESS RATIO IT/T) 1.13 FLOW COIE_ 0.157
PRESS RATIO IT/S) 1.14 DIAMETER RATIO 0.(_
EXIT _ NUMBER 0.07 BEARING DN 1.43E-06
SPECIFIC SPEED 43._18 SHAFT DI_TER 22.00
SPECIFIC DIAMETER 1.80
167
TABLE 37. -- SPLIT-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
GROOVED CHAMBER)
NQZZLE/_ (] 15332.
• VALISE[ DATA •
• INkJ_CTOR DATA •
168
TABLE 37. -- SPLIT-EXPANDERENGINE-- 37,500LBF THRUST (COPPER
GROOVEDCHAMBER)(CONTINUED)
Im,..N.,...,m_
• H2 TURBINE • • H_ PLOP •
lil+lilllll
Illllt_.l.l_llll.}ll •..•.•.lmmmm.mlmm
• 02 BOOST TURBINE • • 02 BOOS1 pLI_ •
l.lmmmmwm.mlm,.m.
EFFICIENCY IT/T) 0.876 EFFICIENCY 0.7(_.
EFFICIENCY IT/S) 0.812 HORSEPOWER 39.
SPEED (RPM) ?026. ._°tEED (RPM) 90_6.
MEAN DIA (IN) 7.12 S SPEED 302_.
_5"T,_ (IW2I L26 HEAD (FT) 2_2.
U/C (ACTUAL) 0.553 DIA. (INI $.$_
MAX TIP SPEED $0I. TIP _EED 132.
STAGES l VOL+ FLO_I _23.
GAM_ 1.39 HEAD _ 0._50
PRESS RATIO (T/T} ).0I FLDM _ 0.200
PRESS RATIO IT/SI 1.01
HORSEPOWER 39.
EXIT MACH NUMBER 0.03
SPECIFIC SPEED 53.61
SPECIFIC DIAMETER 1.53
mmm1.wMu,.,li.
• 02 TURBINE • • 02 P_MP •
.•lmmllll.•
EFFICIENCY IT/T) 0.857 EFFICIENCY 0.760
EFFICIENCY (T/S) 0.B31 HORSEPOWER 12l.
SPEED IRPM) 516_9. eI_EED IRPM) _1439.
HORSEPOt._ER 721. SPEED 20+73.
MEAN DIA (IN} $.&I S SPEED 1921.
EFF AREA (IN2) 0.66 HEA.D lET) _92.
U/C (ACTUAL) 0,522 DIA. (INI 2.5.8
MAX TIP SPEED 8se. TIP 5,PEED 579.
STAGES 2 VOL. FLOW &20.
GAMMA 1.$9 HE_ COEF 0.431
PRESS RATIO (T/T] 1.16 FLOW COE]F 0.159
PRESS RATIO (T/SI 1.15 DI#_'tETER RATIO 0.(._5
EXIT MACH NUMBER 0.07 BEAR INC DN I._4E*O6
SPECIFIC SPEED 44.05 StCAFT DIAMETER _8.00
SPECIFIC DIAMETER 1.72
169
TABLE 38. -- SPLIT-EXPANDERENGINE -- 50,000LBF THRUST (COPPER
GROOVEDCHAMBER)
ETA Cm 0.995
CHAMBER COOLANT UP _48.
CHAI._BER CO_..ANT DT 7 I 6 .
t40ZZLE/CHAHBER Q 19957.
CHAMBER 1406.6
C_"IAMBER 1406.6
• VALVE DATA •
• INJECTOR DATA •
170
TABLE 38. -- SPLIT-EXPANDERENGINE-- 50,000LBF THRUST (COPPER
GROOVEDCHAMBER)(CONTINUED)
ml..I.lU.._=iimJlll,
n•Namml.m••lmN.mm
• 02 BOOST TURBIME • • 02 BOOST PUMP •
.•••n••••.......•
EFFICIENCY (T/TI 0.8_2 EFFICIENCY 0.764
EFFICIENCY (T/SI 0.819 HORSEPOWER 51.
SPEED IRPM 1 7816. SPEED (RPN) 7816.
MEAN DIA (IN] 8.22 S SE'E _l) 3026.
=_F. AREA (IN2) 4.12 (FT} 242.
U/E (ACTUAL I 0.55_ DIA. (IN} 3.85
MAX TIP SPEED 300. TIP SPEED 152.
ST_S 1 VOL. FLOW 564.
OAMMA 1.39 MEAD COEF 0.450
PRESS RATIO ITITI 1.01 FLOW COEF 0,200
PRESS RATIO (TISI 1.01
mmmmmmml•••
• 02 TURBINE • • 02 PUMP i
l•|•mml•mmm
EFFICIENCY [T/TI 0,853 EFFICIENCY 0.?&9
EFFICIENCY {T/SI 0.827 HORSEPOWER 910.
SPEED [RPMI 43615. SPEED (RPM) 436)5.
HORSEP_4ER 910. SPEED 20241.
MEN DIA (INI $.71 S SPEED 19_$.
EFF AREA ( I4_ 1 0.58 HEAD lET) 4300.
U/C (ACTUAL 1 0.A68 DIA. (IN) 2.97
P4AX TIP SPEED 7S6. TIP SPEED 565,
STA_S 2 V_L. FLOW SG0.
GA_ 1.39 HEAD CO_F 0.434
PRESS RATIO IT/T) 1.15 FLOW COEF 0.1&0
PRESS RATIO (T/SI 1.15 DIAMETER RATIO 0.686
EXIT MACH NUMBER 0.07 BEARING [IN 1.$1E+06
SPECIFIC SPEED 41.45 SHAFT DIANETER 30.00
SPECIFIC DIAM_TER 1.57
171
TABLE 39. -- DUAL-EXPANDER ENGINE -- 7500 LBF THRUST (COPPER
GROOVED CHAMBER)
• VAJLVE DATA •
• IN_£CTOR DATA •
172
TABLE 39. -- DUAL-EXPANDERENGINE-- 7500LBF THRUST (COPPER
GROOVEDCHAMBER)(CONTINUED)
III.al..=I..lUal.aUa
• I"12 BOOST TURBINE " • P_ BOOST PUMP •
llllllilllllillllill IIH...••IIIIIU•I
n•lmmlmlaluunu
llllllllllllllmmllll
iiillllllliiil •Hil••l•il
• 02 TURBINE • • _ pUMP •
.IIal_al•.•.U. =lll...•••l
173
TABLE 40. -- DUAL-EXPANDER ENGINE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER)
• VALVE DATA a
• INJECTOR DATA •
174
TABLE 40. -- DUAL-EXPANDER ENG[NE -- 15,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
===================================
ii.lla**llal=a=lm,q= _.==ll,amm.•=im_a
mum=wallqmlull•uamlm
EFFICIENCY (T/T) 0.7_ EFFICIENCY 0.765
EFFICIENCY IT/S} 0.$96 HORSr__PO_._R 29.
=mmmmm=memmmm= ••.•lmalJi•
• H2 TURBINE • = H2 PUNP e
Mmimmmeimmwm=m
STAGE
•lele•••i
•.ma.=m*m.lmmm
• 02 TURBINE • • 02 PUI_ _ •
i••.allal,lmm_a JJJJlJJiJlJ
175
TABLE 41. -- DUAL-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
GROOVED CHAMBER)
• VAJ-V_ DATA •
• INJfCTOR [SARA •
176
TABLE 41. -- DUAL-EXPANDER ENGINE -- 25,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
|m|mJe|mmNmmMe|mm=mmmmmlmemlwDmNmmm
llllmlllilllll l,•mlmlamml
HORS__PONER 26.
EXIT 14ACH N_'_E_R 0.02
177
TABLE 42. -- DUAL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
GROOVED CHAMBER)
• VALVI[ OATA •
• IH.J[CTOR DATA •
178
TABLE 42. -- DUAL-EXPANDER ENGINE -- 37,500 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
lllmmlmlllellllllm,llmmllllm,llll=l
=I""•=WmII.•.W.WI.I!
• H2 BOOST TURBINE • • H2 BOOST PUMP •
mllel•.l•mm.llml...=
IIIIII_INIIIII
• I'¢2 TURBINE • • I,,12 PL_ •
mmwlmwMllmmlll
ii ii iiiii • • .. • l = . ii • l i.
• 02 BI_ST T_BINC . • 02 BOOST pUMP •
llll I., I,...... •. •. inl
EFFICIENCY (T/T) 0.8S1 I_:F ]C I ENCY 0 o 76_
EFFICIENCY (T/SI 0.809 N]_Ep OWER 59.
SPEED (RPMI 9022. IRPN) 9022.
MEAN DIA (IN) 6.34 S SPEED $026.
EFF AREA (IN2) 0.30 Ff_AD lFl') 242.
U/C (ACTUAL) 0.555 OIA. ( ] N ) 3 + 34
MAX TIP SPEE0 260. TIP SPEED 132.
STAGES I VOL. FLOW 421.
GAMMA ].97 COEIF 0.450
PRESS RATIO £T/T) 1.01 FLOW C:OEF 0.200
PRESS RATIO IT/S) 1.01
HORSEPOWER 39.
EXIT _H NUMBER 0.02
SPECIFIC SPEED $6.68
SPECIFIC D[A_I_R 2.16
• 02 TURBINE • • O2 PUMP =
mlllllll.,l
EFFICIENCY IT/T) 0._7 EFFICIENCY 0.750
EFFICIENCy IT/S) 0.776 HORSEPOWER 1488.
SPEED (RP_) 671_7. SPEED (RPM] 67087,
S:S SPEED 26973.
MEAN DIA (IN) 1.81 $ SPEED 1467.
EFF AREA [IN.?.) 0.46 HEAD (FI) 9146.
U/C (ACTUAL) 0.555 OJA. (IN) 2.72
MAX TIP SPEED 602. TIP SPEED 796.
STAGES 1 VOL. FLOW 418.
GAMMA 1.97 l.f_A0 C_F 0._65
PRESS RATIO (T/TI 2.24 FLOW COE'F 0.157
PRESS RATIO IT/S) 2.60 QI,I_qETER RATIO 0.672
EXIT _H NUI_ER 0.36 B_ING DN 1.48E*06
SPECIFIC SPEED 82.37 _MFT DIAMETER 22.00
SPECIFIC DIAMETER 1.05
179
TABLE 43. -- DUAL-EXPANDER ENGINE _--50,000 LBF THRUST (COPPER
GROOVED CHAMBER)
zmmlaammeaRiImm,lmllmR.la alammmm.Nmmul
CHAMBER 1022.1
• VALVE DATA •
• INJECTOR I)ATA •
1_()
TABLE 43. -- DUAL-EXPANDER ENGINE -- 50,000 LBF THRUST (COPPER
GROOVED CHAMBER) (CONTINUED)
mmw|mm*sma|wummHn*|mummmNm||mmmmwmm
HORSL_POI41ER 96-
EXIT ;4AC_ _R 0.1_
_ECIFIC .T_PE]E_ 150.00
3J_CIFIC OIAJ,LrTER 0.55
amnaluaaamwlmi
• 1"(2 TURBINE • • 1"42 PUNP •
m••a•••,•a•a=• Immlmall_ml
• 02 TURBINE • • 02 PUMP •
II•llllllll
E!P_ICID_CY (T/T) 0.895 EFFICIENCY 0._9
E:F_ICIE_MCY IT/S) 0.71_3 HORSEPOWER 1925.
_EIEg IRPMI 57461. SPEED IRPM) 57443.
181
TABLE 44. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 7500 LBF THRUST (COPPER GROOVED CHAMBER)
• F_L SYSTEHCONDITIO(WS •
STATIOW PRE_ TENP FLOW EHTHAL.pY DENSITY
B.P. INLET 18.6 37.4 2.2$ -107.5 6.37
B.P. EXIT |00.6 $8.5 2.23 -lO3.0 6.39
Pue,P INLCT |00.6 58.S 2.25 -103.0 4.$9
IST STAG/[ EXIT 2|68.6 77.3 2.23 56.2 6.16
CHAMI_IER 1906.0
• VALVE DATA
• INJECTOR DATA •
182
TABLE 44. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 7500 LBF THRUST (COPPER GROOVED CHAMBER) (CONTINUED)
".e,ll.=..U'o.......,o..o..,n,.,H
.....,.........,.
_ COEF 0._sa
N01_ 14.
gPSEsE1F|CgP'_E3_ IS4.0_
=.,,,,.,=,,
N_ TLiqBIIE • N2 PtJ_P •
,,e,lllnHl•• ,=,,,,,,,,=
rip _ 1565
...H.=...e.e.....l.
........=.tl..H=..U
_IClENCY O,764
I_ _ ([_) 1.71;
_ 8.
I_IT _ a 8.O5
.,,,...,,=,
_ I • 46 COEF 0._11
_ING ON 1.57(*06
t_l_}_]taro_ CNtTa
0.16 0.6S
f_Tl_I[3_ 0.31
_Ci'u B.65
Cnq[W 7.8 7
IU[GiDi Q Z060.05
IX3
TABLE 45. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 15,000 LBF THRUST (COPPER GROOVED CHAMBER)
_R PRESSURE 18Z c. .0
1824,0
• INJECTOR I_T,_, •
184
TABLE 45. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 15,000 LBF THRUST (COPPER GROOVED CHAMBER) (CONTINUED)
"'''''*''l"''''H'*=llZ..lH.t,**.=
,,...,,,,,,,...,,,,, o,,,,,,,,,.**,,,.
EFFICIEN(_V (T/T) Q.796
EFFiCI_'_V C.7_5
EFFICIEN_Cy [tl$] 0.519
wC_SEPOWER 29.
EX IT _ NUM_R 0.07
.i..=.==*..=..
==,,,,*,,,,,,, *,,=,,=,,,,
, O2 PU_P *
=,=,,,,,,,,,o,
REGi[I.IERATOR _AYa
=,,,,•,,,==,,,==
_EA 0.32 I. 2O
EFFEC T [ _[HE$$ 0. I 1
NTU 0._6
CRATIO 0.95
CMI_ IS.92
REGEN Q $Z5_.2_
185
TABLE 46. -- FULL-EXPANDERENGINEWITH HYDROGENREGENERATOR
-- 25,000LBF THRUST (COPPERGROOVEDCHAMBER)
CHA/4_R 1718.0
• VALVE OATA •
• ]NJECTO_ DATA •
OR'IG!r'L_Li. ,,.-.,_
,.:)._IS
186 OF POOR QUALITY
TABLE 46. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 25,000 LBF THRUST (COPPER GROOVED CHAMBER) (CONTINUED)
,,,,,o,,,,,,,,.,,,,,,,,,,,,,,,,,,,,
oo,o,,,oo,*oo,,oH,.oooolq,.,i,ooon
,,,.,,,,,,,,,.,*,,,, •,o°°o,,,*ool••,•
,,,,..=,.,,.,.,.,=., ,•,,,,•,,,•,.•,,o
_ 5[PONER 68.
iiiiiliiililli ,,,,,=•=,l,
=,==,=,,,,,,,,*===== °,,,,,,u•ae,H,m,
HORSEP0_ER 26.
=,=,•====o,,o,
• O2 TUROI_ , l _ P_ •
•e=,,•o,,=,,,, ,,•,,,,•=•,
RE(_I._RATOR DATA
EFFECTIVENESS 0.31
NTU 0.67
CRATI0 1.00
C_IN 21.15
REGEN Q 6345.10
IR7
• FUEL SY3TE)4CONDITION_ •
STATION PRE_ 1_ FLOW ENTHALPY DEN$11_
B.P. INLG'T 18.6 57.4 11.18 -107.5 4.37
8.P. EXIT 100.9 ._.5 11.18 -103.0 4.39
C_AF_ER [61Z+0
• VALV_ DATA *
• INJECTOR DATA •
188
TABLE 47. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
37,500 LBF THRUST (COPPER GROOVED CHAMBER) (CONTINUED)
,o+oo.,,.ooooo,,+u.,.+.+,+,,+....o
,.o.,.o..o..+.,o*oo, ,l,.,.o.=..oo,.,+
HOR_p_,,4_R 7Z.
• l._ TUlRBII.I[ •
=,,.=.,,1,,
,o,,,,=,..,,,,,,,,1,
• O_ BOOST TtIItINE •
,,,,,==,,,.,,,,,,=** lll'==,,,,,'''''=
HI_SF_POI.I[R $9.
..,,,1,,,=o.*, 1.,,,,,,.o.
• O2 TURBINE * • 02 P_,IP •
*,.,u,,,.*,,,* ,,,,==..oo.
I_G_NERITOII OaTA
,,,*.=e=,,l=,,,,
EFFEETI_H_S5 0.SL
NTU 0.66
ERaTI0 O.95
CmIN 341.95
REiN 0 $207.811
189
TABLE 48. -- FULL-EXPANDERENGINE WITH HYDROGENREGENERATOR
-- 50,000LBF THRUST (COPPERGROOVEDCHAMBER)
ETA Cw O. 993
CHAIA_ER C_OLANT DP 601.
O'W'_ER O3OLANT DT $35.
NOZ_LE/C_R 0 19840.
(:_t_ R 1506.0
• VALVE DATA •
• INJECTOR DATA •
LOX
190
TABLE 48. -- FULL-EXPANDER ENGINE WITH HYDROGEN REGENERATOR
-- 50,000 LBF THRUST (COPPER GROOVED CHAMBER) (CONTINUED)
,... f,,,.,,,,..,,,,,
.o.m,.e,,,.o,,i,,
_T_.ES 1
..uH==|.mue
=U.eHIHH==
,.=liIiilIillIItilll iiIg.lliIiil.llil
_S_P_ 5Z.
EXXT _ _ 0.05
NI_gllllllllll w...e......
• 02 TURBINE -
SS _ ZI0l$.
RE_RATOR I_ATA
EFFECTIV_ES_ 0.Sl
NTU 0._6
CRATIO 0.N
_IN 50.L_
RECaEN O 6012._7
191
APPENDIX C
THROTTLED CYCLES
ETA C, 0.995
CHAMBER/NOZZLE Q 11190.
_LVE _TA
_CT_R _ATA
194
OF POOR QUALITY
TABLE 49. -- ADVANCED ENGINE PARAMETRIC STUDY SPLIT-EXPANDER
ENGINE 100% OF DESIGN THRUST LEVEL (CONTINUED)
mmmmmmnm|eenmmmmmmme mmmmmil.lmmmmll
wuammmlmmmmmmm IIIN.IIIlll
• H2 TURBINE • • H2 PUll •
mm.lmmmlm.m.mm i..l|mml.imm
STAC_E I STA(?,4E Z STAGE DIE STAi_IE TWIDSTAOE THREE
mnlmmln _mm..m. lmm,Nm,41t mmlmwm_mm Imm_lll,,ml
EFFICIENCY 0.805 0.808 EFFICIENCY 0.rl_lZ O._21 0.626
_W3RSEPOWER 950. q/_B. HORSEPOWER ll_. 378. 36S.
SPEED (RPM) 12_985. 12q'_3. SPEED (RPM) 12_. 12_85. 12498S.
_EAN DIA (IN) _,41 3.q/ S SPEED 151. 750. 7_4.
EFF AREA (IN2) 0.2] 0.26 HEAD (FT) &8_._. 41_25. _210].
U/C ([DEAL) 0.493 0._9_ DIA. (IN] 3._9 _.02 3.02
MAX TIP SPEED 1895. i895. TIP SPEED 20LZ. 16_/. 1647.
_ELTA H 237. _37. VOL. FLOW _|$. $07. $06.
GAMMA (ACT) I._ 1.43 HEAD COEF 0._&_; :.5I¢ 0._9
PRESS RATIO[T/T [.3_ I.S5 FLOW COEF 0.09(_ 0.092 0.093
.Im•llmlwmmnllmmmmlm
• O_ BOOST TU_B]N4E • • 02 BOOST I_ •
.l.._.m*.=m..m==..mm
•...m...l•.
• 02 TURBINE • • 02 PLI_ •
......mmsmm
E;FICIENCY 0.80o EFFICIENCy O.TA0
_ORSEPOWER _Z,_. HORSEPO444ER _38.
_EED (RPM) 7_00_. SPEED (RPN) 7_@0_.
_EAN DIA (IN] 3._7 3 SPEED 1870.
£CF AREA (IN2) 0._5 _EAD (FT) _976.
_/C (IDEAL} 0._0 _IA. (IN) 1.90
_AX TIP SPEED 11Z2. T:P _PEED .15.
ITAGES 1. VOL. FLOW 2_.
:_LTA H (ACT} 109.07 _E_D C_EF 0._2_
195
TABLE 50. ADVANCEDENGINE PARAMETRICSTUDY SPLIT-EXPANDER
ENGINE50%OF DESIGNTHRUST LEVEL
ENGINE PERFORMANCE PARAMETERS
MNmNmNNMNmm_NNN_WW_mW_WW_mmNW_NmN
C_R 801.9
CHAMBER 801.9
VALVE DATA
*_m_NW_MN
INJECTOR DATA
196
TABLE 50. -- ADVANCEDENGINE PARAMETRICSTUDY SPLIT-EXPANDER
ENGINE50%OF DESIGNTHRUST LEVEL (CONTINUED)
J H2 TURBINE • H2 pUMP ,
0.61_ 0.620
EFFICIENCY 0.766 0*775 EFFICIENCY 0*602
HORSEPOWER _47. 336. HORSEPOWER _86. L52. LGS.
EFF AREA [IN21 0.21 0*26 HEAD (FT) _21@_9. 22073, 2132_.
MAX TIP SPEED 1395. 1395. TIP SPEED I_81. 1212. 1212.
HORSEPOWER 7. HORSEPOWER 7.
.wNiNmm.uwwmwm
02 TURBINE N • 02 PUMP •
197
TABLE 51. -- ADVANCEDENG[NE PARAMETRICSTUDY SPLIT-EXPANDER
ENGINE10%OF DESIGNTHRUST LEVEL
ENGINE PERFORMA.NQE PAR_rJq[TE-RS
meammulnlmm m mi mEiml i=lla m m m_mma mmmmma_ n
ETA Cm 0.955
CH_NBIE R / NOZZI. E Q 17611.
VALVE DATA
:4;ECTOR _FA
• FUEL * ;XID *
_;[HARY SECOND
198
OF PO0::: C)'" a
TABLE 51. -- ADVANCED ENGINE PARAMETRIC STUDY SPLIT-EXPANDER
ENGINE 10% OF DESIGN THRUST LEVEL (CONTINUED)
iImelmimeuumnmmmummmummumnmmmnnmmmm
IIIIIIllilllllllllllllllllllilllltl
i=lllamlRmlamlmmmmlm mm_..N.mNmmu..mmm
.nlellmiui=umlmnmilw mmmmmmmwMMmmmmmlm
HORSEPOWER I.
.mmllleJmmllnn
mmlmlmmmmmlmml
EFF AREA (IN2] 0.2I 0.26 HEAD IFT) 8S6_. 5061. &_10.
MAX riP SPEED 599. 599. TIP SPEED 6_6. S_I. 521.
_IlINIIIIIIIIiI_Iil
HORSEPOWER O. HORSEPOWER 0.
mmm._m_mmmnm_m
umi_m_mn_mm_
199
TABLE 52. ADVANCED ENGINE PARAMETRIC STUDY SPLITEXPANDER
ENGINE 5% OF DESIGN THRUST LEVEL
ENBINE PE'RFORMA_:E pARCJ,_T_I_
m.mm muumeu m u m..,.,, m..im m mm • m wu mm,lmm, m,,
PRET_URE 78.6
VAC ENGINE THRUST 1000.
I_L. VAE. 1,55' r, 78.5
_E _ RATIO 1000.O
ENGIEIE MIXTIJRE RATIO 6.00
CHA/qBLvR/NOZ'Z_E COOLANT _ 9&.
CH_R/I_2"LE CI_ANT DT 891.
ETA Em 0,993
CHANIERINDZZ1.E 0 980.
• _UEL • • OXZD *
:"_RY _ECQND
,N•m,m,._,ma,.
H2 TURBINE • * M_ PUMP •
*l•mmmll••ml•l
• OZ TURBINE • 02 PUMP *
_'- _,:..,
201
TABLE 53. -- ADVANCED ENGINE PARAMETRIC STUDY FULL-EXPANDER
ENGINE WITH A HYDROGEN REGENERATOR 100% OF DESIGN THRUST LEVEL
ENGINE PEIlFORMANCE PARANET1ER_
Ilm| mmmmmma mm@llw Nmmum| mlma m_mlmmlml m
CHaR/NOZZLE O 1139O.
V_LV_ D_TA
!NJE£TCR DATA
, F_EL • _XlD
_RIN_RY 2ECOI_D
_ELP MAN :_.q_ _9.5_ 15.71
••l.•=n•m•••,u,a••=o
.•,.=.*uuu=mnu.mmimm nnmiB•mlm.lammumu
•...•.u.u•m•••
• H2 TURBINE • • H2 PUMP •
•IN•Ill
EFF AREA IIN2) 0._| 0._0 HE'AD IFT) 58028. 57176. 5_217.
MAX TIP SPEED 1515. ]515. TIP SPEED }869. 1869. 186J@.
••••_••••M••n•m••tmu
• 02 PUMP •
REGENERATUR DATA
EFFECTIVENESS 3.28
NTU 3._0
,:RATIO 3._S
CHIN 20._7
REGEN 0 _Ib_.75
203
OF PO_ _UALITY
TABLE 54. -- ADVANCED ENGINE PARAMETRIC STUDY FULL-EXPANDER
ENGINE WITH A HYDROGEN REGENERATOR 50% OF DESIGN THRUST LEVEL
C_R/NOZZLE O 652B.
IALVE DATA
* FVEL 'ID *
;_IM_NY SECOND
2ELP MAN iI.25 _2.3. 2.57
204
ORIGINAL PAQ_ IS
OF POOR QUAL!TYL
TABLE 54. -- ADVANCED ENGINE PARAMETRIC STUDY FULL-EXPANDER
ENGINE WITH A HYDROGEN REGENERATOR 50% OF DESIGN THRUST LEVEL
(CONTINUED)
mmmmmmmmmmmmmmmmlmmm mmmmmmmmm=mm=mmmu
ttt_SEPO_R B. HORSEPOWER 8.
SPEED (RPNI 27085. SPEED (RPM) 27083.
MEAN BIA (IN] 1.$0 S SPEED 2454.
EFE AREA 11_] 2._9 HEAD {FT1 1115.
DIA. (IN] 2.18
MAR TIP SPEED 153. TIP SPEED 257.
STAGES I. VOL. FLOW 306.
DELLA H CACT) _.87 _EAD COEF 0.5_|
lum.l_Nml=.Jl=
• H2 TURBINE * H2 PUHP •
*wl*m*1*li*l*l -,w•1,wau•g
lllIiIililNlillli.ll
• 02 BOOST TURBINE • 02 BOOST PUMP •
HORSEPOWER _. HORSEPOWER _.
SPEED (RPM) 7188. _PEED (RPMI "'!_@.
_FAN DIA ([NI _.68 S SPEED :,_.
_FF AREA (IN2) 3._0 _EAD (FT) _q.
U/C (IDEALI 0.514 DIA. (INI _._
_AX TIP _PEED I15. TIP SPEED 77.
STAGES I. VOL. FLC_ llS.
3ELTA H (ACTI 1.5_ _EAD COEF _,5_2
•,,_aaal,==,ll
• O2 TURBINE I * 02 PUMP *
QEC,EHERATDR DATA
_L _W :.98 _.04
::=FECTIVENES_ 0.3g
_TU 0._
:RATIO 2._5
_MIN 7.26
_EGEN _ :372.05
CHAMBER i 73. i
CHAMBER 17_,1
VALVE DATA
FSV
POSV _ 307 37
:"_.JECT ?_ 2ATA
, FCEL 1 OXID ,
_q IHARV 'SECOe4D
mm|mmu|mmmmmmmmm|mmm|m|mmmmmmmmmmmm
_SIEI_3JER a. HI_SEP_R 0.
mllmmm••nllllma•m mlumm.aunna
• H2 TURB[N[ • • H2 PUMP •
iiilillllllilllllill ••,,••••••mm,•••m
mmm•mmumammmmm
. 02 TURBINE • • 02 PUMP •
ma••a••a.au•m.
EFFICIENCY O._ll EFFICIENCY 0.502
HORSEPOWER 7, HORSEPOWER 7.
SPEED (RPHI 21785. SPEED {RPMI 21785.
REGAENERAT(_R DATA
CRATED 0._5
CJ_IN 0.81
REGEN Q 530.04
PR($$UR£ 86.0
¥_t,C E3NGINE THRUST 1era.
D_I.. VAC. I._ 411B.S
VALVE DATA
*_..lluul
INJECTOR _IATA
• FUEL • • 0XID .
P_ I MARY 5EC_D
[_lP MAN 1.6_ 2 . IS 0.00
208
TABLE 56. -- ADVANCEDENGINEPARAMETRICSTUDY FULL-EXPANDER
ENGINE WITH A HYDROGENREGENERATOR5% OF DESIGNTHRUST LEVEL
(CONTINUED)
imuw|m|emimmmmmiumuu|nwmminnimmmWNm
IIqlIIImINNINlmlIIII IImIllIUIIIIIINmI
iunmnmunmmuuel .•mmmmmmmml
• H2 TURBINE • • H2 PUMP •
ummmmmmwmmmmmu Nmmmimlmam•
uNNm•m,mmm,umamanmle mmmmmmmmmmmmmmmmm
•mllmmumaumnlm mmlm•mm•ml=
• 02 TURBINE • • 02 PUMP •
REI]E}AERAIOR DATA
llllllilillliili
CMIN 0.$3
REGEN Q _7L.56
209
APPENDIX D
OFF-DESIGN MIXTURE RATIO CYCLES
()ff-desi_n mixlur¢ rail() cycle dala are presenled in Tables 57 through 6_.
211
TABLE 57. -- SPLIT-EXPANDER CYCLE -- O/F = 5.0
ammN***MNN*muM,=W===*,==,a==*,=,a==,,
ETA C. 0.993
CHAMBER/NOZZLE Q _89.
C_HBER 1371.1
CHAMBER 1370.6
VALVE DATA
INJECTOR DATA
• FUEL • OXID •
PRIMARY SECO_
212
TABLE 57. -- SPLIT-EXPANDER CYCLE -- O/F = 5.0 (CONTINUED)
UNINm.mM.Mqm*..INNm=_.N.*M.,.m""1"N
..K..m,m.,•m.liMm*=•
•,w,MuNM.N,NH.N*.tm
•m=º=,=,••umml
••lmIl••l•u•.J
EFF AREA [IN.2) 0.21 0.2/ HEAD (FTI 60268. _8125. 36980.
MAX TIP SPEED L792. 1/92. TIP SPEED 1904. 1558. 1558.
• 02 TURBINE • m 02 PUMP •
213
TABLE 58. -- SPLIT-EXPANDER CYCLE -- O/F = 5.5
VALVE DATA
_,,wN_mw,
INJECTOR DATA
._mMMN..IWN,•
214
TABLE 58. -- SPLIT-EXPANDERCYCLE-- O/F = 5.5 (CONTINUED)
,w,.,,,,,..,,,,..w,,,,,m,,m.=,m,.,,
,,,,..,,w,,..,,,,..,
EFFICIENCY 0.865 EFFICIENCY 0.765
HORSEPONER 38. HORSEP_R 38.
SPEED IRPMI 46114. SPEED (RPM} 46114.
,mMm=m_1,,NmIw Imil,,.|mN,
• H2 TURBINE • • H2 PUMP •
mMn=_N,UW=,I,J
MAX TIP SPEED 1872. IB72, TIP SPEED 1988. 16_8. 1628.
DELTA H 218. 222. VOL. FLOW 616. _09. _08.
GAMMA (ACT] 1.4_ 1.43 HEAD CI_F 0.5_8 0.508 0.4_3
PRESS RATIO(T/T 1.3_ I.IS FLOW COEF 0.094 0.093 0.095
• 02 TURBINE • • 02 pUMP •
215
TABLE 59. -- SPLIT-EXPANDERCYCLE-- O/F = 6.0
ENGINE PEREORMANCI_ PARAMEIT'RS
*lH,k,,,**Na*, H*N Hlaa,,*,,m,,, m*,=
ETA CI 0.993
C]IAM8ER/NOZZLE Q 11190.
CHAMBER 1610.7
VALVE DATA
INffCTOR DATA
• FUEL • OXIO •
PRIMARY _CO_
216
TABLE 59. -- SPLIT-EXPANDER CYCLE -- O/F = 6.0 (CONTINUED)
.,_mM.*mM,W_IIt_..WWm=W_N,WN_m_m.
_mm••iN.=ml
• 1't2 TURBINE • _ Fi2 PUMP m
• 02 TURBINE , m 02 pLI_p N
217
TABLE 60. -- SPLIT-EXPANDERCYCLE-- O/F = 6.5
VALVE DATA
• FUEL • • OXI0 •
PR | MARY SECOND
218
TABLE 60. -- SPLIT-EXPANDER CYCLE -- O/F = 6.5 (CONTINUED)
_*HJ,*w_i._,,auN_mmmJ*mahm1*umH
,N,N_um,,*uNN
MAX TIP _PEED |848. 1848. TIP SPEED 196]. 1607. 1607.
DELTA H 244. 2_0. VOt. FLOW $82. 292. 291.
GAMMA (ACT) I._9 I._9 NEAD COEF 8_55_ 0.52_ 0.5D7
PRESS RATIO[T/T l.II 1.l$ FLOW COEF 0.0_0 0.089 0.091
219
TABLE 61. -- SPLIT-EXPANDER CYCLE -- O/F = 7.0
VALVE DATA
INJECTOR DATA
• FUEL • OX[D •
PRIMARY _EC_NI]
DELP MAN I6.70 9._2 22._7
D_LP INJ 9_.6_ 83._ 200.63
220
TABLE 61. -- SPLIT-EXPANDER CYCLE -- O/F = 7.0 (CONTINUED)
..,.,MNt•.•I.Imml
• O_ TURB[NE • N O_ PUMP •
221
TABLE 62. -- SPLIT-EXPANDERCYCLE-- O/F = 12.0
[NSINE PERFORMANCE PARAMETERS
VALVE DATA
INJECTOR DATA
PRIMARY SECOND
DELP MAN 9.17 5.52 22.27
I_LP INJ 52.07 47H7 200.45
222
TABLE 62. -- SPLIT-EXPANDERCYCLE-- O/F = 12.0(CONTINUED)
*,,,,,,IU,_a,U,WN_NW,N,mm,q,,,,,,*,
,=,.=.,**.._==,*
• H2 TURBINE • • H2 PU_ •
=mmmmm..mmm
NI..MWm_.iMUN•N..•.• •mm.mm.mmm•.l.•m.
223
TABLE 63. -- FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 5.0
CHAMBER 149 l. I
V.:J-VE DATA
D, E_TOR DATA
FUEL • • OX;D •
¢; ["LARY _ C I_,Ig
N_......=.mmwm
• H2 PU_ •
.*......mm=
EFF AREA (IN2) 0.31 0.40 HEAD EFT} S_380. 51%14. 5056_.
MAX TIP SPEED I_8_. I_8¢. TIP SPEED I785. I785. 1785.
• 02 TURBINE • • 02 PUMP •
REGFNERATOR DATA
EFFECTIVENESS 0.29
_TU 0._
CRATIO 0.97
CMIN 20._7
_{GEN Q 2515.80
ORIGINAL PAGE tS
225 OF POOR QUALITY
TABLE 64. -- FULL-EXPANDER CYCLE WITH REGENERATION -- O/F = 5.5
VALV_ D_TA
•*=,,o°,**
[NJICTCW_ DATA
,,,°,,°°,_**o
• F U_L OXID -
226
0RIGffIAL F_ _5
OF POOR QUALITY
TABLE 64. -- FULL-EXPANDER CYCLE WITH REGENERATION -- O/F = 5.5
(CONTINUED)
......1.net._N.Mm.mm.m..mmm.lJ..wM.
EFF AREA [IN2I 0+_L 0.40 HEAD (FT) 56800. SSg_0. 54985.
MAX TIP SPEED 1544. 1544. TIP SPEED 1857. 1858. 1858.
mm....•m_.mmN•mm.
• 02 TURBINE • • 02 PUMP •
m..mmm•_m..,m.
REGE_ERATCIR DATA
EFF+CTIVENESS O._-B
NTU 0._0
CRATID I.CO
CHIN 21.
REGEN O 2852._;
OF _'C,::.:P_C?!!,_LI':;"::
227
TABLE 65. -- FULL-EXPANDER CYCLE WITH REGENERATION -- O/F = 6.0
CHAMBER/NOZZLE 0 I15_.
C_BER 1/64.0
C_HRER 1764.0
VALVE DAIA
I_JECTOR DATA
228
TABLE 65. FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 6.0
(CONTINUED)
===================================
m*mumNmg=mm=Nmmle_lm ===_=m==H=NI====
m=m,=,,._Nl=,. =_lmauN====
,q=uiN=M,,,,,l,,m,,m mMUUU=MmMNUmRmm_=
• 02 TU_B[N[ • • 02 PUMP •
HORSEPOWER _83.
._D (RPM] 766_7. SPEED (RPH) 7&6_7.
_I DIA (IN] 2.86 S SPEED 1803.
EFF AREA (IN2 0._S HEAD [FT) _90.
U/C (I_AL O._0_ DIA. (IN) 1.9_
_'_g TIP SPEED 958. TIP SPEED 647.
REGE'NERATOR DATA
NTU 0._
CR_TIO 0.9_
RFGEN _ _$_9.2_
229
TABLE 66. -- FULL-EXPANDER CYCLE WITH REGENERATION -- O/F = 6.5
VAJ_VE DATA
I_JtCTI)R DATA
,*°,,.*,,*,,,
• FUEL • OXlD •
230
TABLE 66. -- FULL-EXPANDER CYCLE WITH REGENERATION -- O/F = 6.5
(CONTINUED)
• H2 BOOST TURBINE •
.••vl...•...gl•*N
m H2 P'JMP •
• H2 TURBINE •
JJJJlllJllJ
MAX TIP SPEED 1513. ISl_. TIP SPEED IB21. 1821. IB21.
ii_mllunu•wNmNMmmmmm
• 02 BOOST TURBINE "
iJ•• ...,,,•••
REGENERATOR _._TA
REOEN 0 3q_B.60
231
TABLE 67. -- FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 7.0
CHi_a4F:ER/NGZZLE Q 12914.
CHAMBER i?63.4
VALVe_ DATA
_.n..==i.
VALV_ DELTA P AREA FLOW _ BYPASS
• FUEL OXID •
p_, ! w,,_y _COND
232
TABLE 67. -- FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 7.0
(CONTINUED)
mumalm,m_NIw,1,,iHmwWM,,,,NmmmJ=1,=
• TURBOMACHINERY PERFORMANCE DATA •
••uw.=._laN
• H2 TURBINE • • H2 pUt4P •
mlItmamnIIn.l•
STAGE I STAGE 2 STAGE ONE ST_ TWO STAGE THREE
..=.mwu
0.795 EFFICIENCY 0.6_5 0.666 0.667
EFFICIENCY 0.792
HORS_EPOWER 2365. 2365. HORSEPOIdER 802. 789. 774.
EFF AREA (1N21 0.31 0.40 HEAD (FT) 54197. 53348. 52410.
U/C {IDEALI 0._25 0.638 DIA. (IN) 3.44 3.44 3.44
MAX TIP SPEED 1_82. 1_82. TIP SPEED 178L 1783. 178_.
i=••m=l•l..m•ll.m.l.
..=.....*..==m =.....mum=•
la=.•uml.l.lml
REG_ENERATOR DATA
CRAT[O 0.76
CNIN 15,85
REDAN Q 4_77.96
233
TABLE 68. -- FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 12.0
E_MBER/NOZZLE Q _96.
• OXYGEN SYSTENCONOITIOI_ •
STAT ION PRESS TEMP FLOW ENTI'g_LPV BENSITY
VALVE DATA
Ni,m,e,*_m
I_JECTOR DATA
• FUEL • • OX|O •
PRIMARY SECOND
234
TABLE 68. -- FULL-EXPANDERCYCLEWITH REGENERATION-- O/F = 12.0
(CONTINUED)
mq.muN,NmN,,mm_NNmwmNa*mmlm.mN,Imm=
m•m,mmm.lmJ,m..wm._ ,,_mNmmmi,I,llu,
mwuwlm.m.m.lm, mmmmmmi_Mml
MAX TIP SPEED 12_. 123_. TIP SPEED I_85. I_85. L48_.
282.
DELTA H IS5. l_S. VOL. FLOW 2/_- 282.
0.614
GAMMA (A_T) 1.36 1.36 HEAD COEF 0.6_7 0._26
0.060
PRESS RATIOIT/T 1.34 1.37 FLOW COEF 0.05? 0.059
• 02 TURBINE . • 02 pUM_ •
REGENERATOR DATA
NTU 0.96
CRATIO 0.91
EMIN 9.15
RFSFN O 5415._
235
Form Approved
REPORT DOCUMENTATION PAGE OMB No. 0704-0188
Public reporting burden for this collectionof informationis estimatedto average 1 hour per response, includingthe time for reviewinginstructions, searching existingdata sources,
gathering and maintainingthe data needed, and completing and reviewingthe collectionof information. Send commentsregardingthis burden estimate or any other aspect of this
collectionof information,includingsuggestionsfor reducingthis burden, to Washington HeadquartersServices, Directoratelor InformationOperationsand Reports, 1215 Jefferson
Davis H;ghway.Suite 1204, Arlington,VA 22202-4302, and to the Office of Managementand Budget, PapenNorkReductionProiect (0704-0188), Washington,DC 20503
1. AGENCY USE ONLY (Leave blank) 2. REPORT DATE 3. REPORT TYPE AND DATES COVERED
June 1993 Final Contractor Report
4. TITLE AND SUBTITLE 5. FUNDING NUMBERS
WU-593-12-1 i
6. AUTHOR(S) C-NAS3-23858
A.I. Masters, D.E. Galler, T.F. Denman, R.A. Shied, J.R. Black,
A.R. Fierstein, G.L. Clark, and B.R. Branstrom
Project Manager, G. Paul Richter, Space Propulsion Technology Division, (216) 977-7537.
Unclassified - Unlimited
Subject Category 20
A design and analysis study was conducted to provide advanced engine descriptions and parametric data for space
transfer vehicles. The study was based on an advanced oxygen/hydrogen engine in the 7,500 to 50,000 Ibf thrust range.
Emphasis was placed on defining requirements for high-performance engines capable of achieving reliable and versatile
operation in a space environment. Four variations on the expander cycle were compared, and the advantages and
disadvantages of each were assessed. Parametric weight, envelope, and performance data were generated over a range of
7,500 to 50,000 ib thrust and a wide range of chamber pressure and nozzle expansion ratio.
Official Business
.... , • . - J
:o! -_
NASA