Chemical and Plasma Rocket Propulsion
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Delta II Icesat-2 Mission Booklet
A United Launch Alliance (ULA) Delta II 7420-10 photon-counting laser altimeter that advances MISSION rocket will deliver the Ice, Cloud and land Eleva- technology from the first ICESat mission tion Satellite-2 (ICESat-2) spacecraft to a 250 nmi launched on a Delta II in 2003 and operated until (463 km), near-circular polar orbit. Liftoff will 2009. Our planet’s frozen and icy areas, called occur from Space Launch Complex-2 at Vanden- the cryosphere, are a key focus of NASA’s Earth berg Air Force Base, California. science research. ICESat-2 will help scientists MISSION investigate why, and how much, our cryosphere ICESat-2, with its single instrument, the is changing in a warming climate, while also Advanced Topographic Laser Altimeter System measuring heights across Earth’s temperate OVERVIEW (ATLAS), will provide scientists with height and tropical regions and take stock of the vege- measurements to create a global portrait of tation in forests worldwide. The ICESat-2 mission Earth’s third dimension, gathering data that can is implemented by NASA’s Goddard Space Flight precisely track changes of terrain including Center (GSFC). Northrop Grumman built the glaciers, sea ice, forests and more. ATLAS is a spacecraft. NASA’s Launch Services Program at Kennedy Space Center is responsible for launch management. In addition to ICESat-2, this mission includes four CubeSats which will launch from dispens- ers mounted to the Delta II second stage. The CubeSats were designed and built by UCLA, University of Central Florida, and Cal Poly. The miniaturized satellites will conduct research DELTA II For nearly 30 years, the reliable in space weather, changing electric potential Delta II rocket has been an industry and resulting discharge events on spacecraft workhorse, launching critical and damping behavior of tungsten powder in a capabilities for NASA, the Air Force Image Credit NASA’s Goddard Space Flight Center zero-gravity environment. -
The Propulsion of Sea Ships – in the Past, Present and Future –
The Propulsion of Sea Ships – in the Past, Present and Future – (Speech by Bernd Röder on the occasion of the VHT General Meeting on 11.12.2008) To prepare for today’s topic, more specifically for the topic: ship propulsion of the future, I did what every reasonable person would have done in my situation if he should have a look into the future – I dug out our VHT crystal ball. As you know, our crystal ball is a reliable and cost-efficient resource which we have been using for a long time with great suc- cess. Among other things, we’ve been using it to provide you with the repair costs or their duration or the probable claims experience of a policy, etc. or to create short-term damage statistics, as well. So, I asked the crystal ball: What does ship propulsion of the future look like? Every future and all statistics lie in the crystal ball I must, however, admit that what I saw there was somewhat irritating, and it led me to only the one conclusion – namely, that we’re taking a look into the very distant future at a time in which humanity has not only used up all of the oil reserves but also the entire wind. This time, we’re not really going to get any further with the crystal ball. Ship propulsion of the future or 'back to the roots'? But, sometimes it helps to have a look into the past to be able to say something about the fu- ture. According to the principle, draw a line connecting the distant past to today and simply extend it into the future. -
Rocket Nozzles: 75 Years of Research and Development
Sådhanå Ó (2021) 46:76 Indian Academy of Sciences https://doi.org/10.1007/s12046-021-01584-6Sadhana(0123456789().,-volV)FT3](0123456789().,-volV) Rocket nozzles: 75 years of research and development SHIVANG KHARE1 and UJJWAL K SAHA2,* 1 Department of Energy and Process Engineering, Norwegian University of Science and Technology, 7491 Trondheim, Norway 2 Department of Mechanical Engineering, Indian Institute of Technology Guwahati, Guwahati 781039, India e-mail: [email protected]; [email protected] MS received 28 August 2020; revised 20 December 2020; accepted 28 January 2021 Abstract. The nozzle forms a large segment of the rocket engine structure, and as a whole, the performance of a rocket largely depends upon its aerodynamic design. The principal parameters in this context are the shape of the nozzle contour and the nozzle area expansion ratio. A careful shaping of the nozzle contour can lead to a high gain in its performance. As a consequence of intensive research, the design and the shape of rocket nozzles have undergone a series of development over the last several decades. The notable among them are conical, bell, plug, expansion-deflection and dual bell nozzles, besides the recently developed multi nozzle grid. However, to the best of authors’ knowledge, no article has reviewed the entire group of nozzles in a systematic and comprehensive manner. This paper aims to review and bring all such development in one single frame. The article mainly focuses on the aerodynamic aspects of all the rocket nozzles developed till date and summarizes the major findings covering their design, development, utilization, benefits and limitations. -
An Assessment of Aerocapture and Applications to Future Missions
Post-Exit Atmospheric Flight Cruise Approach An Assessment of Aerocapture and Applications to Future Missions February 13, 2016 National Aeronautics and Space Administration An Assessment of Aerocapture Jet Propulsion Laboratory California Institute of Technology Pasadena, California and Applications to Future Missions Jet Propulsion Laboratory, California Institute of Technology for Planetary Science Division Science Mission Directorate NASA Work Performed under the Planetary Science Program Support Task ©2016. All rights reserved. D-97058 February 13, 2016 Authors Thomas R. Spilker, Independent Consultant Mark Hofstadter Chester S. Borden, JPL/Caltech Jessie M. Kawata Mark Adler, JPL/Caltech Damon Landau Michelle M. Munk, LaRC Daniel T. Lyons Richard W. Powell, LaRC Kim R. Reh Robert D. Braun, GIT Randii R. Wessen Patricia M. Beauchamp, JPL/Caltech NASA Ames Research Center James A. Cutts, JPL/Caltech Parul Agrawal Paul F. Wercinski, ARC Helen H. Hwang and the A-Team Paul F. Wercinski NASA Langley Research Center F. McNeil Cheatwood A-Team Study Participants Jeffrey A. Herath Jet Propulsion Laboratory, Caltech Michelle M. Munk Mark Adler Richard W. Powell Nitin Arora Johnson Space Center Patricia M. Beauchamp Ronald R. Sostaric Chester S. Borden Independent Consultant James A. Cutts Thomas R. Spilker Gregory L. Davis Georgia Institute of Technology John O. Elliott Prof. Robert D. Braun – External Reviewer Jefferey L. Hall Engineering and Science Directorate JPL D-97058 Foreword Aerocapture has been proposed for several missions over the last couple of decades, and the technologies have matured over time. This study was initiated because the NASA Planetary Science Division (PSD) had not revisited Aerocapture technologies for about a decade and with the upcoming study to send a mission to Uranus/Neptune initiated by the PSD we needed to determine the status of the technologies and assess their readiness for such a mission. -
Gravity-Assist Trajectories to Jupiter Using Nuclear Electric Propulsion
AAS 05-398 Gravity-Assist Trajectories to Jupiter Using Nuclear Electric Propulsion ∗ ϒ Daniel W. Parcher ∗∗ and Jon A. Sims ϒϒ This paper examines optimal low-thrust gravity-assist trajectories to Jupiter using nuclear electric propulsion. Three different Venus-Earth Gravity Assist (VEGA) types are presented and compared to other gravity-assist trajectories using combinations of Earth, Venus, and Mars. Families of solutions for a given gravity-assist combination are differentiated by the approximate transfer resonance or number of heliocentric revolutions between flybys and by the flyby types. Trajectories that minimize initial injection energy by using low resonance transfers or additional heliocentric revolutions on the first leg of the trajectory offer the most delivered mass given sufficient flight time. Trajectory families that use only Earth gravity assists offer the most delivered mass at most flight times examined, and are available frequently with little variation in performance. However, at least one of the VEGA trajectory types is among the top performers at all of the flight times considered. INTRODUCTION The use of planetary gravity assists is a proven technique to improve the performance of interplanetary trajectories as exemplified by the Voyager, Galileo, and Cassini missions. Another proven technique for enhancing the performance of space missions is the use of highly efficient electric propulsion systems. Electric propulsion can be used to increase the mass delivered to the destination and/or reduce the trip time over typical chemical propulsion systems.1,2 This technology has been demonstrated on the Deep Space 1 mission 3 − part of NASA’s New Millennium Program to validate technologies which can lower the cost and risk and enhance the performance of future missions. -
Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft
Cranfield University Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft School of Engineering PhD Thesis Cranfield University Department of Aerospace Sciences School of Engineering PhD Thesis Academic Year 2008-09 Naveed ur Rahman Propulsion and Flight Controls Integration for the Blended Wing Body Aircraft Supervisor: Dr James F. Whidborne May 2009 c Cranfield University 2009. All rights reserved. No part of this publication may be reproduced without the written permission of the copyright owner. Abstract The Blended Wing Body (BWB) aircraft offers a number of aerodynamic perfor- mance advantages when compared with conventional configurations. However, while operating at low airspeeds with nominal static margins, the controls on the BWB aircraft begin to saturate and the dynamic performance gets sluggish. Augmenta- tion of aerodynamic controls with the propulsion system is therefore considered in this research. Two aspects were of interest, namely thrust vectoring (TVC) and flap blowing. An aerodynamic model for the BWB aircraft with blown flap effects was formulated using empirical and vortex lattice methods and then integrated with a three spool Trent 500 turbofan engine model. The objectives were to estimate the effect of vectored thrust and engine bleed on its performance and to ascertain the corresponding gains in aerodynamic control effectiveness. To enhance control effectiveness, both internally and external blown flaps were sim- ulated. For a full span internally blown flap (IBF) arrangement using IPC flow, the amount of bleed mass flow and consequently the achievable blowing coefficients are limited. For IBF, the pitch control effectiveness was shown to increase by 18% at low airspeeds. -
Materials for Liquid Propulsion Systems
https://ntrs.nasa.gov/search.jsp?R=20160008869 2019-08-29T17:47:59+00:00Z CHAPTER 12 Materials for Liquid Propulsion Systems John A. Halchak Consultant, Los Angeles, California James L. Cannon NASA Marshall Space Flight Center, Huntsville, Alabama Corey Brown Aerojet-Rocketdyne, West Palm Beach, Florida 12.1 Introduction Earth to orbit launch vehicles are propelled by rocket engines and motors, both liquid and solid. This chapter will discuss liquid engines. The heart of a launch vehicle is its engine. The remainder of the vehicle (with the notable exceptions of the payload and guidance system) is an aero structure to support the propellant tanks which provide the fuel and oxidizer to feed the engine or engines. The basic principle behind a rocket engine is straightforward. The engine is a means to convert potential thermochemical energy of one or more propellants into exhaust jet kinetic energy. Fuel and oxidizer are burned in a combustion chamber where they create hot gases under high pressure. These hot gases are allowed to expand through a nozzle. The molecules of hot gas are first constricted by the throat of the nozzle (de-Laval nozzle) which forces them to accelerate; then as the nozzle flares outwards, they expand and further accelerate. It is the mass of the combustion gases times their velocity, reacting against the walls of the combustion chamber and nozzle, which produce thrust according to Newton’s third law: for every action there is an equal and opposite reaction. [1] Solid rocket motors are cheaper to manufacture and offer good values for their cost. -
The Development of a Pulsed Plasma Thruster As a Solid Fuel Plasma Source for a High Power Helicon
The Development of a Pulsed Plasma Thruster as a Solid Fuel Plasma Source for a High Power Helicon Ian Kronheim Johnson A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science The University of Washington 2011 Program authorized to offer degree: Aeronautics and Astronautics University of Washington Graduate School This is to certify that I have examined this copy of a master’s thesis by Ian Kronheim Johnson and have found that is it complete and satisfactory in all respects, and that any and all revisions required by the final examining committee have been made. Committee Members: Professor Robert Winglee, Department of Earth and Space Sciences, Chair Professor Tom Jarboe, Department of Aeronautics and Astronautics Date: The University of Washington ii In presenting this thesis in partial fulfillment of the requirements for a master’s degree at the University of Washington, I agree that the Library shall make its copies freely available for inspection. I further agree that extensive copying of this thesis is allowable only for scholarly purposes, consistent with “fair use” as prescribed in the U.S. Copyright Law. Any other reproduction for any purposes or by any means shall not be allowed without my written permission. Signature: Date: The University of Washington iii University of Washington Abstract The Development of a Pulsed Plasma Thruster as a Solid Fuel Plasma Source for a High Power Helicon Ian Kronheim Johnson Chair of the Supervisory Committee: Professor Robert Winglee Earth and Space Sciences As space exploration shifts to lower mass and lower cost missions, the need for improved on-board propulsion systems is growing. -
Spacecraft Propulsion
SPACECRAFT PROPULSION WITH THRUST AND PRECISION INTO SPACE SPACECRAFT PROPULSION THRUST AND PRECISION INTO SPACE ArianeGroup is a market leader in spacecraft propulsion systems and equipment. Since over 50 years, customers worldwide benefit from a competitive portfolio of high quality products and services. We cover the complete range of products and services related to orbital propulsion, from chemical monopropellant systems for smaller satellites to chemical bipropellant systems for larger platforms and completed with the electric propulsion portfolio based on the RIT technology. At ArianeGroup, customers have a single point of contact for the complete propulsion system at all phases of the value chain. From system design up to after-launch services. All key equipment of ArianeGroup propulsion systems (thrusters, propellant tanks and fluidic equipment) are produced in-house. 2 ALL ABOUT PRECISION With our orbital propulsion thrusters and engines our customers can be ensured that their mission requirements related to propulsion will be fulfilled with accurate precision. Our biggest orbital propulsion thruster, the 400N apogee engine, has placed hundreds of satellites in its final orbit With micro precision the RIT µX thruster brings space missions to the exact orbit 2 3 SPACECRAFT PROPULSION ELECTRIC PROPULSION Radio frequency ion propulsion for orbit raising, station keeping and deep space missions ArianeGroup’s electric space propulsion expertise is based on the space proven Radio Frequency Ion Technology (RIT). Within this field, we produce complete propulsion systems, modules, thrusters and related components. This technology features numerous advantages like high specific impulse therefore maximum propellant saving. Low system complexity is another strength of the RIT Technology. -
Three Gray Classics on the Biomechanics of Animal Movement
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Harvard University - DASH Three Gray Classics on the Biomechanics of Animal Movement The Harvard community has made this article openly available. Please share how this access benefits you. Your story matters Citation Lauder, G. V., Eric Tytell. 2004. Three Gray Classics on the Biomechanics of Animal Movement. Journal of Experimental Biology 207, no. 10: 1597–1599. doi:10.1242/jeb.00921. Published Version doi:10.1242/jeb.00921 Citable link http://nrs.harvard.edu/urn-3:HUL.InstRepos:30510313 Terms of Use This article was downloaded from Harvard University’s DASH repository, and is made available under the terms and conditions applicable to Other Posted Material, as set forth at http:// nrs.harvard.edu/urn-3:HUL.InstRepos:dash.current.terms-of- use#LAA JEB Classics 1597 THREE GRAY CLASSICS locomotor kinematics, muscle dynamics, JEB Classics is an occasional ON THE BIOMECHANICS and computational fluid dynamic column, featuring historic analyses of animals moving through publications from The Journal of OF ANIMAL MOVEMENT water. Virtually every recent textbook in Experimental Biology. These the field either reproduces one of Gray’s articles, written by modern experts figures directly or includes illustrations in the field, discuss each classic that derive their inspiration from his paper’s impact on the field of figures (e.g. Alexander, 2003; Biewener, biology and their own work. A 2003). PDF of the original paper accompanies each article, and can be found on the journal’s In his 1933a paper, Gray aimed to website as supplemental data. -
Physical & Thermodynamic Properties Of
PHYSICAL & THERMODYNAMIC PROPERTIES OF HYPERGOLIC PROPELLANTS: A REVIEW AND UPDATE S.L ARNOLD ENSCO, INC. VANDENBERG AFB, CA ABSTRACT Significant errors and omissions were found in some of the reported literature values for nitrogen tetroxide, monomethylhydrazine, and Aerozine-50. The methods used to try and resolve some of these errors included (1) a comparison of various literature values, including an assessment of data quality, to determine whether reported values were measured or estimated, (2) a derivation of temperature dependent correlation coefficients and validation with independent measurements (where sufficient measured data were available), and (3) an estimation of the missing parameters using modern techniques such as the method of corresponding states or group contribution methods. Utilizing these methods resulted in a validated set of properties (many as functions temperature) for hypergolic propellants, which are suitable for environmental modeling applications and more general engineering calculations. The complete parameter set is provided, along with references and examples illustrating the above methods. Also, mixing rules, pseudo-critical properties, and mixture properties are provided for a nominal composition Aerozine-50 mixture. INTRODUCTION The objective of this work was to find and validate existing hypergol parameters for use in environmental modeling applications. However, standard references and chemical engineering journals either do not have all of the required data, such as vapor viscosity as a function of temperature, or they contain crudely estimated values and outright errors. Although they contain some of the more hard to find parameters, the current propellant manuals no longer contain the ancillary information regarding data quality, sources, etc. Also, some of the reported data is mis- represented, i.e., if the original experiment was not specifically designed to measure critical properties, it’s most likely not an appropriate source for those parameters (especially when the original author has so stated). -
Instrument Host Overview - Spacecraft ======
Instrument Host Overview - Spacecraft ===================================== Launch Vehicle Description -------------------------- The launch vehicle used for Mars Pathfinder was the McDonnell Douglas Delta II 7925. An engine section in the Delta first stage housed the Rocketdyne RS-27 main engine and two Rocketdyne LR101-NA-11 vernier engines. The vernier engines provided roll control during main engine burn, and attitude control after main engine cutoff and before second stage separation. The RS-27 main engine was a single start, liquid bi-propellant rocket engine which provided approximately 894,094 N of thrust at lift off. The first stage propellant load (96,000 kg) consisted of RP-1 fuel (thermally stable kerosene) and liquid oxygen as an oxidizer. The RP-1 fuel tank and liquid oxygen tank were separated by a center body section that housed control electronics, ordnance sequencing equipment, a telemetry system, and a rate gyro. First stage thrust augmentation was provided by nine solid-propellant Graphite Epoxy Motors (GEMs), each fueled with 12,000 kg of hydroxyl-terminated polybutadiene solid propellant. Each GEM provided an average thrust of 439,796 N at lift off. The main engine, vernier engines, and six of the GEMs were ignited at lift off. The remaining three GEMs were ignited in flight. The GEMs were jettisoned from the first stage after motor burnout. The interstage assembly extended from the top of the first stage to the second stage mini-skirt. This assembly carried loads to the first stage, and contained an exhaust vent and six spring driven separation rods. The Delta II 7925 second stage propulsion system included a restartable, liquid bi-propellant Aerojet AJ10-118K engine that consumed Aerozine 50 fuel (a 50/50 mix of hydrazine and asymmetric dimethyl hydrazine) and nitrogen tetroxide (N2O4).