Patent Application
20070163228
The present invention relates to a rocket engine, and more particularly to a gas augmented divert and attitude control thruster having increased specific impulse efficiency with enhanced chamber nozzle boundary layer coolant effects.
A hypergolic rocket engine typically utilizes two propellants, usually an oxidizer such as Nitrogen Tetroxide (NTO) and a fuel, such as Monomethylhydrazine (MMH), which are injected into a combustion chamber and auto-ignite to provide reliable, efficient performance and thrust. Hypergolic rocket engines are often utilized as divert and attitude control thrusters for various vehicles.
Divert and attitude thrusters are fired on demand for divert maneuvers and attitude control, and are capable of steady-state or pulse-mode operation. An increase in the specific impulse efficiency permits relatively smaller rocket nozzles to be utilized and a corresponding reduction in the size of the propellant tank as less propellant is required to produce equivalent maneuverability. The propellant savings result in decreased payload weights, relatively smaller overall vehicle size and a decreased demand on the booster stages which lift the vehicle. All of these enhancements are critical to mid-course or boost phase intercept missions for missile defense or space based operations.
Any increase in the specific impulse efficiency, however, must not significantly compromise the performance of the hypergolic impingement system or significantly increase the heat loading of the thruster combustion chamber as such compromise could potentially negate the advantage provided by the increased specific impulse efficiency.
Accordingly, it is desirable to provide a high performance attitude and divert thruster with increased specific impulse efficiency without significantly increasing the combustion system heat loading or compromising the hypergolic impingement system performance.
A rocket engine according to the present invention provides an augmentation gas system which improves performance of a hypergolic combustion process. The augmentation gas system injects an augmentation gas from an augmentation gas tank into a combustion chamber through an acoustic cavity manifold mounted between an injector face circumference defined by an injector assembly and the combustion chamber. The augmentation gas may be an active element such as hydrogen or an inactive element such as helium.
The acoustic cavity manifold injects the augmentation gas into the combustion chamber to form a boundary layer between the hypergolic thruster combustion gas flow and the chamber wall to reduce heat loading on the combustion chamber wall. The augmentation gas is introduced through the acoustic cavity manifold along a flow vector in line with the combustion chamber wall to provide an optimized boundary layer transition which decreases the requirements for dedicated liquid fuel boundary layer coolant and permits a greater percentage of the hypergolic fuel to be used in the hypergolic combustion process.
The augmentation gas expands as the flow passes a chamber throat and enters a chamber nozzle. The expansion provides an increase in nozzle performance as the augmentation gas becomes superheated and rapidly expands. The expansion properties in the supersonic flow of the nozzle enhance the specific impulse of the engine which permits relatively smaller nozzles to be utilized with a corresponding reduction in propellant tank size.
The augmentation gas does not compromise the performance of the hypergolic bi-propellant impingement system as segregation of the augmentation gas through the acoustic cavity manifold permits augmentation gas introduction without interference with the feed system characteristics of the hypergolic propellants.
The gas augmentation system includes an augmentation gas valve actuation system integrated with an existing bi-propellant valve system of a bi-propellant supply system such that separate external controls need not be required. Linking the bi-propellant valve system to the augmentation gas system readily permits the synchronized introduction of augmentation gas to enhance engine thrust during pulse and steady state operations without separate feed system controls that may otherwise be prohibitively complicated.
The present invention therefore provides a high performance attitude and divert thruster with increased specific impulse efficiency which does not significantly increase the combustion system heat loading or compromise the hypergolic impingement system performance.
The various features and advantages of this invention will become apparent to those skilled in the art from the following detailed description of the currently preferred embodiment. The drawings that accompany the detailed description can be briefly described as follows:
The engine 10 generally includes a combustion chamber 12 defined by a combustion chamber wall 14 about a thrust axis A. The combustion chamber wall 14 defines a combustion chamber nozzle 16 and a combustion chamber throat 18 along the thrust axis A.
The combustion chamber 12 is mounted to an injector assembly 20. A mount 28 retains the combustion chamber 12 to the injector assembly 20 which is mounted to the bi-propellant two-stage valve 52 which in turn is mounted to the vehicle structure V (illustrated schematically). The valve and injector assembly 20 communicates an oxidizer such as Nitrogen Tetroxide (NTO) from an oxidizer tank (illustrated schematically at 22), and a fuel such as Monomethylhydrazine (MMH) from a fuel tank (illustrated schematically at 23) through a bi-propellant feed system 46 to the combustion chamber 12. The two propellants are injected into the combustion chamber 12 and auto-ignite to provide reliable, efficient performance and thrust.
An augmentation gas supply system 24 injects an augmentation gas from an augmentation gas tank (illustrated schematically at 26) into the combustion chamber 12 through the injector assembly 20. The augmentation gas system 24 includes an acoustic cavity manifold 30 (
Referring to
The acoustic cavity manifold 30 defines an augmentation gas distribution manifold 40 that communicates with a multitude of augmentation gas openings 42 located within each of the acoustic cavities 38. That is, the augmentation gas distribution manifold 40 is located on one axial side of a radially extending acoustic cavity manifold ring 44 that extends from the generally cylindrical body 32 to communicates the augmentation gas from the acoustic cavity manifold ring 40 to all of the multitude of augmentation gas openings 42 on the opposite axial side of the acoustic cavity ring 44. The augmentation gas distribution manifold 40 is preferably a single circumferential channel which receives the augmentation gas from the augmentation gas tank feed system 24 and distributes the augmented gas evenly around the acoustic cavity manifold 40. It should be understood that various augmentation gas feed systems will be usable with the present invention. The acoustic cavities 38 and the multitude of augmentation gas openings 42 distribute the augmentation gas into the combustion chamber 12 about the injector face adjacent the combustion chamber wall 14.
In one embodiment, the acoustic cavity manifold 30 has forty-five (45) augmentation gas openings distributed evenly within nine (9) acoustic cavities 38. It should be understood that the number of acoustic cavities 38 and openings 42 will depending on the engine configuration, however, the concept applies equally.
The multitude of axially extending acoustic cavities 38 are defined about the injector outer perimeter 34. The multitude of ribs 33 extend from the cylindrical body 32 and into contact with the injector outer perimeter 34 to compartmentalize the space therebetween and define the multitude of axially extending acoustic cavities 38 (
Referring to
Heretofore, a dedicated amount of fuel coolant had been distributed along the chamber wall to conventionally provide relief from combustion heat loads. This conventional method of chamber cooling results in less than optimum mixing efficiency and less then ideal combustion efficiency. Injecting the more efficient augmentation gas (hydrogen or helium) along the chamber wall 14 (
The augmentation gas layer expands as the flow passes the chamber throat 18 and enters the nozzle 16. Expansion through the nozzle 16 provides an increase in nozzle performance as the augmentation gas becomes superheated and expands rapidly. The expansion properties in the supersonic flow of the nozzle 16 enhances the specific impulse by approximately 10-15 seconds of specific impulse (Isp). Increasing the specific impulse efficiency permits a smaller rocket nozzle and a corresponding reduction in the vehicle propellant tank size due to less propellant usage for equivalent thrust. The propellant savings results in decreased payload weights, smaller overall vehicles and a decreased demand on the booster stages which lift the vehicle. All of these enhancements are critical to mid-course or boost phase intercept missions for missile defense or space based operations.
In addition, the method of gas augmentation injection does not compromise hypergolic impingement performance. The hypergolic impingement are streams which intersect each other and combust on contact in a central location within the combustion cavity 12. The segregation of the augmentation gas through the acoustic cavity manifold 30 provides for segregated injection of the augmentation gas. The introduction of the augmentation gas through the acoustic cavities 38 generates a flow vector in line with the combustion chamber wall thus providing optimal boundary layer transition. In other words, the augmentation gas forms an outer “sheath” which has a secondary effect of containing any stray hypergolic streams from hitting the combustion chamber wall and potentially burning through it. Because the augmentation gas is very compressible and the heat and pressure of hypergolic combustion very high, the augmentation gas is compressed against the combustion chamber and nozzle wall providing a boundary layer for the combustion products. While there may be some mixing with the hypergolic combustion, the hot gas temperature of combustion tends to cause the hydrogen or helium to expand and thus increase performance.
Referring to
In operation, engine ignition is initiated through operation of a valve activation gas Gv supplied from a valve activation gas supply 62. It should be understood that the Gv may alternatively be supplied by a helium or hydrogen supply separate from the augmentation gas supply tank 26. That is, the augmentation gas supply tank 26 is reserved for dedicated supply of the gas Gb utilized in the boundary layer between the hypergolic combustion gas flow and the chamber wall 14 with the separate helium or hydrogen valve activation gas supply 62 utilized for other vehicle operations as generally understood in order to properly control usage of the on-board gas supplies. Sources of helium are typically readily available either in post boost stages or in kill vehicles as both retain large sources of high pressure helium for tank expulsion and to drive gas actuated valves. Sources of hydrogen are typically available in kill vehicles which utilize cryo-cooled seeker systems.
Referring to
An augmentation gas introduction valve 57 integrated with the valve pilot system 56 is also preferably operated by the bi-propellant valve system 52. Operation of the integrated augmentation gas introduction valve 57 provides for the selective communication of the augmentation gas into the acoustic cavity manifold 30 concurrent to operation of the bi-propellant main stage valve 60 such that the augmentation gas is timed exactly with the introduction of the bi-propellants into the combustion chamber 12. This is critical as hypergolic thrusters are often utilized in a pulsed mode operation. Linking the bi-propellant valve system 52 and the augmentation gas to the pilot valve 56 readily permits the synchronized introduction of augmentation gas to enhance thruster operations during pulse and steady state operations without separate feed system controls which may otherwise be prohibitively complicated.
After the augmentation gas pilot valve 56 is opened, the augmentation gas is communicated through injector assembly 20 through any available area for a single feed passage (
Preferably, the augmentation gas inlet pressure into the acoustic cavity manifold 30 is preferably 30% to 40% over the combustion chamber 12 pressure to preclude hypergolic combustion gas from back chugging into the augmentation gas system due to the potential for chamber pressure overshoot. This corresponds well with the gas pressure required to actuate the bi-propellant valve system 52 in normal operation. At this pressure, the augmentation gas velocity exiting the acoustic cavity manifold 30 will be approximately matched with the impinging element injector for the hypergolic propellants to achieve for a smooth transition to the combustion chamber hypergolic combustion gas flow.
The augmentation gas exits the acoustic cavities 38 of the acoustic cavity manifold 30 which are axially aligned to the profile of the combustion chamber 12 to facilitate a direct and smooth transition to the chamber boundary layer (
If the augmentation gas used is hydrogen then an added benefit of unused NTO combining with the hydrogen and burning is an increase to the combustion efficiency of the hypergolic propellants. If the gas used is helium or hydrogen, the expansion properties of these gases as they become superheated enhance and increase the performance of expansion within the nozzle. Applicant has determined through analysis an approximate 10 seconds increase to specific impulse given a mid-sized area ratio of 12:1. Furthermore, as higher area ratio nozzles are utilized this enhancement effect will become more pronounced. It should be understood that optimization for specific thrusters and vehicle missions will provide for the performance enhancement versus draw on the source gas can be fine tuned.
Elements of the gas augmentation system are preferably integral to existing thruster valve/injector configurations and do not require special materials. Gas augmentation can be utilized across all bi-propellant operating thrust levels whether smaller thrust attitude control or larger axial engines. Gas augmentation is also not limited to liquid hypergolic thrusters, and may be applied to gas, liquid, or solid rocket motor combustion chambers and nozzles to likewise enhance performance thereof.
It should be understood that relative positional terms such as “forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like are with reference to the normal operational attitude of the vehicle and should not be considered otherwise limiting.
It should be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit from the instant invention.
Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present invention.
The foregoing description is exemplary rather than defined by the limitations within. Many modifications and variations of the present invention are possible in light of the above teachings. The preferred embodiments of this invention have been disclosed, however, one of ordinary skill in the art would recognize that certain modifications would come within the scope of this invention. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described. For that reason the following claims should be studied to determine the true scope and content of this invention.
