1/UJJJJiJ * ii* ^* *-**^ - -

NAVAL POSTGRADUATE SCHOOL

MOFi.

CALIFORNIA 93943-8008

NAVAL POSTGRADUATE SCHOOL

Monterey, California

THES5IS
AN EXPERIMENTAL INVESTIGATION OF COMBUSTION MODULATION TECHNIQUES FOR A SOLID FUEL RAMJET
by

Stephen R. Lowe
June 1986

David W. Netzer Th ssis Advisor Approved for public release; distribution is unlimited

T230698

UNCLASSIFIED
{CURity Classification qp this page

REPORT DOCUMENTATION PAGE

3

REPORT SECURITY CLASSIFICATION

SECURITY CLASSIFICATION AUTHORITY

lb

RESTRICTIVE

MARKINGS

Unclassified
a
3

DISTRIBUTION /AVAILABILITY OF REPORT

DECLASSIFICATION

/DOWNGRADING SCHEDULE
5

Approved for public release; distribution unlimited

MONITORING ORGANIZATION REPORT NUMBER(S)

PERFORMING ORGANIZATION REPORT NUMBER(S)

NAME OF PERFORMING ORGANIZATION

6b OFFICE
(If

SYMBOL

7a

NAME OF MONITORING ORGANIZATION

aoplicable)

Naval Postgraduate School

t ADDRESS
(Cry, Sfafe,

Naval Postgraduate School

7b

and ZIP Code)

ADDRESS

(C/fy,

State,

and

ZIP Code)

Monterey, California

93943-5000
8b OFFICE
(If

Monterey, California 93943-5000

SYM80L
9

NAME OF FUNDING/SPONSORING ORGANIZATION

PROCUREMENT INSTRUMENT IDENTIFICATION NUMBER

applicable)

^aval
c

Weapons Center
(Cry. Sf a te.

ADDRESS

and

ZIP Code)

10

China Lake, Ca

93555

PROGRAM

SOURCE OF FUNDING NUMBERS TASK PROJECT ELEMENT NO NC NO

WORK

UNIT

N605308 WR30021

ACCESSION NO

EXPERIMENTAL INVESTIGATION OF COMBUSTION MODULATION TECHNIQUES FOR A SOLID FUEL RAMJET

2

itle (include Security Claudication)

PERSONAL AUTHOR(S)

Lowe, Stephen R.
3a

TYPE OF REPORT

13b TIME

COVERED
TO

14

DATE OF REPORT

(Year,

Month, Day)

15

PAGE COUNT

Master's Thesis
6

FROM

June 1986

39

SUPPLEMENTARY NOTATION

COSATl CODES
f

18

SUBJECT TERMS (Continue on reverie

if

necessary

and

identify by block

number)

ElD

GROUP

SUB-GROUP

Swirl, Regression Rate, Gas Injection, Equivalence Ratio, Combustion

and
identify by block

ABSTRACT (Continue on

reverse

if

necessary

number)

_ An experimental investigation was

,.
.

<

conducted to examine the effects of inlet air swirl and secondary gas injection on the combustion properties in a solid fuel ramjet. Tests were conducted with both HTPB and PMM fuels in order to obtain general results. The swirl tests were conducted at high and low air mass fluxes with equivalence ratios less than unity. Swirl was found effective for increasing the fuel regression rate but the magnitude was highly dependent upon motor geometry, fuel type and operating environment. The gas injection tests included hydrogen at low equivalence ratios, and nitric oxide and nitrous oxide at high equivalence ratios. Secondary injection generally resulted in increases in combustion pressure in agreement with equilibrium, adiabatic combustion expectations.

20

Z>

S'^'BUT.ON/AVAILABILITY OF ABSTRACT

21

ABSTRACT SECURITY CLASSIFICATION

2 -NC.ASSlFiED/UNLiMlTED
>.2a

SAME AS RPT

DTlC USERS

Unclassified
22b TELEPHONE (Include Area Code)
22c

NAME OF RESPONSIBLE INDIVIDUAL David W. Netzer

1473, 84 mar
83

OFFICE

SYMBOL

(408)
APR
edition
All

646-2980

67Nt
SECURITY CLASSIFICATION OF tniS PAGE

>DFORM

may be used

until

exhausted

other editions are obsolete

UNCLASSIFIED

Approved for public release; distribution is unlimited

An Experimental

Investigation of Combustion Modulation Techniques for a Solid Fuel Ramjet

by

Stephen R. Lowe Lieutenant, United States Navy B.S., Auburn University, 1978

Submitted in partial fulfillment of the requirements for the degree of

MASTER OF SCIENCE IN ENGINEERING SCIENCE
from the

NAVAL POSTGRADUATE SCHOOL June 1986

ABSTRACT
An experimental investigation was conducted
the effects of inlet air swirl and secondary
on the combustion properties in
a

Co

examine injection
Tests
to
at

gas

solid fuel
PMM

ramjet.
in

were conducted with both HTPB and

fuels

order

obtain general results. The swirl tests

high and low air mass fluxes with
than unity. Swirl was found

were

conducted
ratios

equivalence
for

less
the

effective

increasing

fuel regression rate but the magnitude was highly

dependent

upon motor geometry, fuel type

and

operating

environment.

The gas injection tests included hydrogen at low equivalence

ratios,

and

nitric

oxide

and

nitrous

oxide

at

high

equivalence ratios. Secondary injection

in

generally
in

resulted

increases

in

combustion

pressure

agreement

with

equilibrium, adiabatic combustion expectations.

><7?

TABLE OF CONTENTS

I.

INTRODUCTION

10
15
15

II.

DESCRIPTION OF APPARATUS
A.
B.

RAMJET MOTOR
AIR AND GAS SUPPLY AND CONTROL SYSTEM

16
21

III.

EXPERIMENTAL PROCEDURES
A.
B. C.

CALIBRATION
DATA EXTRACTION

21
21

REACTING FLOW TESTS

22 25

IV.

RESULTS AND DISCUSSION

A.
B.

INLET AIR SWIRL

25
28
36
37

GASEOUS INJECTION

V.

CONCLUSIONS AND RECOMMENDATIONS

LIST OF REFERENCES
INITIAL DISTRIBUTION LIST

38

LIST OF TABLES
1. 2.
3.

SWIRL TEST FUEL GRAIN CHARACTERISTICS SWIRL TEST RESULTS SWIRL TEST

30 30
31 32

MASS FLOW RATES RESULTS COMBUSTION PROPERTIES

4.

SUMMARY OF GASEOUS INJECTION TESTS

LIST OF FIGURES

1.

SCHEMATIC OF SIMPLE SFRJ

11

2.
3.

SCHEMATIC OF SOLID FULE RAMJET ASSEMBLY

STEP INSERT AND ELEMENTS FOR INLET AIR SWIRL
STEP INSERT FOR GASEOUS FACE INJECTION

17 18

4.
5.

18
19 19

INJECTION RING FOR SIDE WALL INJECTION

6.
7.

EXPERIMENTAL THRUST STAND AND SFFJ

SCHEMATIC OF AIR AND GAS SUPPLY SYSTEM

20
33

8.
9.

REGRESSION RATE VS SWIRL VANE ANGLE; HTPB FUEL

REGRESSION RATE VS SWIRL VANE ANGLE; PMM FUEL
PERCENT CHANGE IN CHAMBER PRESSURE; ACTUAL VS EQUILIBRIUM ADIABATIC COMBUSTION

34

10.

35

TABLE OF SYMBOLS
*

A
a

nozzle throat area

air

C,
d D.

discharge coefficient diameter

average initial port diameter average final port diameter
thrust
air mass flow per unit area in the fuel port

Df
F

G
g

gravitational constant

H2
i

hydrogen
inlet,

initial

K
P

calibration constant
length of solid fuel grain
mass flow rate

L
m

NO

nitric oxide

N~0
o

nitrous oxide
zero

0~
P

oxygen

pressure
c
t

chamber pressure r

stagnation pressure
gas constant fuel regression rate

R
r

temperature
t

stagnation temperature
theoretical
burn time

Ch
C

b
P

pressure transducer voltage

weight change

AW

equivalence ratio

temperature-rise combustion efficiency

density
ratio of specific heats

ACKNOWLEDGEMENTS
wish to

acknowledge
Netzer
who

the

guidance

and

patience
me
Mr.
in

of

Professor David

greatly

assisted
to

the

completion of this project. A special thanks

Glenn
expert

Middleton for his prompt and

advice.
I

exceptional

work

and

would also like to thank Mr. Don

Harvey

and

Mr.

Pat Hickey for their assistance and cooperation.

I.

INTRODUCTION
there
is

With weapon systems becoming more advanced

need for
a

tactical missile

propulsion

system

capable

of

providing longer missile ranges without increasing weight or

volume. Currently the principal propulsion

system
rocket.

used
A

in

tactical missiles is the solid propellant

fuel ramjet
(SFRJ) can deliver higher
a

solid
and
it

fuel

efficiency
rocket
since

specific impulse than

uses inlet air as
a

solid

propellant

source of oxygen. The rocket must

carry
fuel

its own oxidizer, which adds weight and uses

valuable

loading space. A relatively simple ramjet design consists of

an air inlet,
a

combustor and an exhaust nozzle. The

a

ramjet

does not require

mechanical

compressor,

but

supersonic

speeds are required for effective compression of intake air.

Various fuel grain designs are possible

of an integral boost grain to

including
the

addition
for
in
a

eliminate

need

separate booster. Since the fuel is fully contained

the
and
1

combustor there is no need for

associated

separate

fuel

tank

delivery

and

control

systems.

Figure

illustrates the basic SFRJ.

A disadvantage of the SFRJ is

its
of

limited

ability
and

to

meet varying operational

envelopes

altitude

Mach

number without significant combustor modifications. Although

it has

the capability to operate at

high

subsonic

or

low

10

H
CO LU Z2

J < X Xo UJ z
tsl

tSJ

a!

o
CO
CQ

-) OS
CO
0)

o o

s
CO

o
r-4

4-

CD

E
aj cu

-C

CO

3
i

CO

Cl4

Ln

T-t

Q
l-H

UOJ Z
Z O M
co
as UJ

E0 CU

0)
l-l

3
oo
l-l

Cx.

a,

CO

11

supersonic

speeds,

increased

diffuser

and

combustion

performance are realized at high supersonic speeds. The SFRJ

is

therefore best suited for these higher Mach numbers.

Inside the combuscor the gases near the surface
of

the

fuel are fuel-rich and the gases near the center of the port
are air-rich. Combustion

efficiency

can

be

increased

by

appropriately mixing these gases. One method used to promote

mixing is the use of bypass air, where part of the inlet air
is dumped

into an aft mixing chamber. The bypass air

enters
flow
of

the aft mixing

chamber

at

high

angles

to

the

combustion gases to facilitate mixing.

Although

combustion
could

efficiency may be increased, undesired flow

coupling

exist, causing pressure oscillations in the combustor/inlet

The SFRJ is self-throttling since
the

fuel

regression
through
the

rate (f) is dependent on

the

air

mass

flux

engine.

Although

the

SFRJ
fuel

generally
allows

provides
only

good
small
ratio.

performance,

limited

control

variations in altitude to maintain optimum

The relation for
f

fuel-air

is

generally given by

p Kc

rpin
I
.

rn G

where

=
= =

constant chamber pressure

mass flow per unit area in the fuel port
inlet air temperature

G
T.

12

Typical values for the exponents are:

k
m n
:

0.1

0.3 0.7 0.6

0.3 0.3

--

Changes in

can greatly influence the propulsive thrust

the

and combustion efficiency of

SFRJ.

As

the

air
of

flow
the

changes, so does

r,

but to

lesser extent. Control

be

air flow through the fuel port could

accomplished

with

the use of variable bypass, although the added complexity of

such

system may not be desired. One alternative

could

be

the use of variable inlet air swirl.

Campbell [Ref.

l]

investigated
a
r

the

use

of

inlet

air

swirl on HTPB fuel as

rate. He found that

means

of

controlling
significantly

regression
for

increased

small

amounts of swirl when the equivalence ratio was greater than

unity, but larger amounts of swirl had
less

effect.
an

With

inlet swirl, the air flow through the port

has

angular

component, which may increase the residence time of the flow

by

increasing

the

effective

length

of

the

combustion
combustion

section, and may increase fuel-air mixing. Thus,

efficiency may be increased with swirl but the thrust can be

adversely effected by the loss in axial momentum.
Ko [Ref. 2]

investigated the secondary injection of air,

combustor
as
a

oxygen and gaseous fuel into the

means of thrust augmentation. He

possible

concluded

that

secondary

13

injection did noC

have

significant

effect have

on
a

r,

but

injection of oxygen and gaseous fuel

could

strong

influence on combustion pressure/thrust.

In the

combustion process there may be

unburned
section.
the

carbon
A

in the form of soot exiting the fuel grain

gas

rich

in

oxygen

could

be

injected

into

combustion

process, enhancing the burning of this excess carbon. If the

equivalence ratio is less than unity, there is excess oxygen

in the motor.
If
a

gaseous fuel is injected, it

oxygen.

could

burn
could

with this excess

Both

of

these

processes
Such

increase combustion

pressure

and

thrust.

processes

could be used to provide increased thrust at critical points

in flight,

such as at take-over from boost.

In this investigation two series of tests were conducted

to help clarify earlier results. One

series

of

tests

was
PMM

conducted to examine the effects of inlet

fuel at low G and HTPB fuel at low

swirl

using
A

and

high

G.

second

series was conducted to examine the effects of nitrous oxide

and nitric oxide injection
in

the

presence

of

soot

and

hydrogen injection in the presence of excess oxygen.

14

II.

DESCRIPTION OF APPARATUS

A.

RAMJET MOTOR
The ramjet motor used in
this

investigation
School
2

has

been

used

at

the

Naval
1

Postgraduate
and 2]. Figure

in

earlier
of

investigations [Refs.
the SRFJ assembly.
90 degrees by
a

is a

schematic

Inlet air from the plenum dumps is turned

wedge in the head-end.

There

are for

radially

oriented ports at the face of the inlet step

of ignition gas and the igniter torch. The

injection
insert
is

step

interchangeable to allow different inlet

modified step inlet with
a

configurations.
injector
[Ref.

A
l]

tube-in-hole
3

was used for the swirl tests. Figure

and tubes used for the

shows the step insert

swirl

tests.

Another
on
the

step
step

insert
face

shown in Figure 4, with injection ports

[Ref.
2],

was used for gas injection into the

recirculation

zone

The

fuel

grain

section

consisted

of

either

polymethylmethacrylate (PMM) or HTPB fuel. These grains were

cylindrically perforated with various diameters and lengths.
The fuel grain was held in place between
aft mixing chamber by threaded rods. Gas

the

head-end
in

and

injection

the

fuel grain section downstream of the recirculation zone

was
as

accomplished using

side wall injection ring

5.

[Ref.

2]

illustrated in Figure

The

aft

mixing

chamber,

which

15

consists of stainless steel sections,

bypass air and gas injection and
a

provided
chamber

inlets

for
tap.

pressure

Photographs of the thrust stand and SFRJ assembly are

in Figure 6.

shown

B.

AIR AND GAS SUPPLY AND CONTROL SYSTEM

Figure
7

is

schematic of the SFRJ air and

air

gas
set

supply
using
a

system. The primary inlet

pressure

was
air

remotely controlled dome loader

with

the

flow

being

controlled by

sonically choked nozzle. Methane was used in

being

the vitiated air heater with make-up oxygen

injected
and the
the

downstream. Ethylene was used for the ignition gas

purge gas was nitrogen. The tests were

initiated
9836S
to

from

control room using the Hewlett-Packard

3054A
Data
the

Computer

and

Acquisition/Control
solenoid-operated

system

automatically
primary
air,

sequence

valves

for

ignition and purge gas. Ignition of the air heater and

grain were provided by ethylene/oxygen torches.

fuel

16

mi
1

j3
J3

sr

c
CN
-*
i

X
<
O e
c5
1/5

O
CO

o u
C3

E o
CO

CM

o u a
CO

17

Figure

3.

Step Insert and elements for Inlet Air Swirl

Figure 4.

Step Insert for Gaseous Face Injection

18

Figure

5.

Injection Ring for Side Wall Injection

Figure 6.

Experimental Thrust Stand andSFRJ.

19

E V
u
(/)

CO

D. Q.

P
00
in

O
X)

03

C
CO

<
U-l

o
iJ
CO

e
0)

jc

CO

00

20

III.

EXPERIMENTAL PROCEDURES

A.

CALIBRATION
Prior to each days runs the

pressure

transducers

were

calibrated to the maximum expected operating pressure

a

using

dead-weight tester. The thrust load

a

cell

was

calibrated
with
a

using

weight tray attached to

the

thrust
for

stand

cable/pulley. A calibration
(Kp),

constant

each
the

transducer
runs,

used

in

data

acquisition
the

during

was
the

determined

by

reading

voltage

outputs

from

transducer at atmospheric pressure and at maximum

Kp was then calculated by

pressure.

V
j,

pmax -V po
P

max
= = =

where V pmax
V
P

voltage reading at maximum pressure r & &

voltage reading at atmospheric pressure

max

Maximum applied pressure rr r

B.

DATA EXTRACTION
A Honeywell 1508 Visicorder was used
to

record

thrust
(

(F),

chamber

pressure
(

P
)

primary

air

pressure

g
)

heater fuel pressure

P, ^

heater oxygen pressure (Pu Q

)

ar>d

ignition

gas

pressure

(P.

from
and

the

transducers.

Hewlett-Packard 9836S

Computer

3054A

Automatic

Data

21

Acquisition/Control System were

also

used

Co

record

and

process all pressure, temperature and thrust digital data.

C.

REACTING FLOW TESTS

The air flow was set by
the

remotely

controlled
a

dome
sonic

loader for the primary air. The flow passed through

choke with pressure and temperature being measured. The flow

rate was calculated using
the

one

dimensional

continuity

equation for

perfect gas.

"

C P A d t

RT

S^l

w
assumed
to

where C, is the discharge coefficient which was

be 0.97.

The fuel grains were ignited by an oxygen/ethylene torch

with ignition gas

being

injected

into

the
the

recirculation
primary
seconds
air

zone. Each run was terminated by stopping

flow through the motor and purging for

three

with

nitrogen
Prior to each run
the

weight,

internal

diameter

and
of

length of the fuel grain were obtained. Upon

the run, the fuel grain was removed and

completion
The

weighed.

burn were

time, average

chamber

pressure

and

average

thrust

obtained from the Visicorder trace. By subtracting the final

weight from the initial weight, the mass of the fuel

burned

was determined. The average fuel mass flow rate was found by

dividing the mass burned by the burn time.

22

The final average internal diameter of

the

fuel

grain

was calculated based on weight loss and length by using

The average fuel regression rate was then calculated usinj

D
-p

ravg

"

"b
primary
air,

Average values of the mass flow rates for

heater fuel, heater oxygen and ignition gas, along with

air inlet

the

temperature

were

calculated

from

the

digital

output for the run.

The mass flow rates obtained for each
inlet air temperature and
run,

along
used

with
as

chamber

pressure
(

were

inputs into the Naval Weapons Center

NWC

China Lake,
to

Ca

Propellant

Evaluation

Program

(PEPCODE)

obtain

the

theoretical adiababic combustion temperature and

gas properties

combustion

(^and
on

R).

The

temperature-rise
pressure
2]

combustion
thrust
a

efficiencies based

chamber

and

were

calculated using these values. Ko [Ref.

gives

complete
the

explanation
efficiencies

of

the

procedures

used

in

calculating

For the series of tests using gas injection

remotely
off
the

controlled solenoid valve was used to turn on

injection gas flow during the run. The
chamber pressure and thrust were noted
23

and
in

changes
on

average

the

Visicorder,

corresponding with the addition of the

injection

gas.

The
was

expected change in pressure for equilibrium

combustion
chamber

obtained by calculating

values

for

the

pressure

using the choked flow equation based on the total mass flow,
throat area and the equilibrium
from PEPCODE (T
h

combustion

gas

properties

,/and

R)

for each run with and without the

injection gas.

24

IV.

RESULTS AND DISCUSSION

A.

INLET AIR SWIRL

Tests were conducted using HTPB fuel with high

and low G (0.25)
and PMM

(0.5)

fuel at low G (0.2). For the low G

cases,

0.92

inch

diameter

inlet

with

tube-in-hole
or

injector with either no vanes or swirl vane angles of 15

30 degrees was used

(Fig.

3).

For no swirl,

straight

tube

was used in which approximately 70 % of the

airflow

passed

through the tube. Because of blockage by the blades, the air

flow through the swirl elements dropped to approximately
7o

56

with 15 degrees vane angle and 46

a

with 30
inch

degrees

vane
inlet
swirl was

angle. For the high G cases,

1.125

diameter
or

with

tube-in-hole injector with either no vanes

larger

vane angles of 15 degrees was used. This

inlet
the

necessary because of excessive

blockage

with

smaller
inlet

inlet, resulting in the flow being choked through the

during the hot firing.

For this series of tests, the fuel grains were sized
to

give an equivalence ratio

0.8.

(C

between approximately 0.6

1J
1

and
at

Earlier tests conducted by Campbell [Ref.

were
lists
in

equivalence ratios much greater than 1.0. Table

physical characteristics of the fuel
grains

the

used

this

investigation

25

Measured quantities for each run are given in

Tables

and 3. A plot of the regression rate vi swirl vp.ne angle for

HTPB fuel is given in Figure

together

with

the

earlier
rate

results obtained by Campbell. A plot of the regression

vs swirl vane angle for PMM fuel is given in Figure
9.

The

effects of swirl on regression rate seemed to be

by several factors,

influenced
the

including length of the fuel grain,

ratio of inlet diameter to port diameter and the equivalence

ratio.
For the HTPB fuels, the tests at low G were

similar

to

those conducted by Campbell [Ref. l].

The

regression

rate

increased slightly with 15 degrees, but increasing the

angle to 30 degrees had little additional effect. The

vane
tests
in

conducted

by

Campbell

showed

more

of

an

increase

regression rate. This difference could have been due to

higher equivalence ratio
and

the

longer

grain
r

lengths.

This

would indicate that the swirl effects on

at

occur
the

primarily

significant
The

distances
had

downstream
little effect

of

reattachment

point.

swirl

on

the

combustion
high
of

efficiency, possibly due to dissipation downstream. At

G there was also little effect

on

with
%

15

degrees
air

swirl, although only approximately 30

of

the

flow

passed through the swirl element because of the larger inlet

diameter
For the PMM fuels the effects of swirl on
r

varied
port,

with
the

port

diameter.

With

1.5

inch

diameter

26

regression rate actually decreased with

When the port diameter
was

15

degrees
1.75

swirl.
r

increased
15

to

inches,
and

increased

slightly
2

with

degrees
a

swirl,

when
were
PMM,
As

increased to
no successful

inches there was

larger effect. There

firings

with

30

degrees

swirl

with
ratio.
on

probably due to the large inlet-to-port diameter with

the

HTPB

fuel,

there

was

little

effect

the

combustion efficiency with swirl.

Since the different parameters for each run
P
)

(T.

and

were not constant for each firing, the

a

regression

rate

was "corrected" to
the relation for
53
r

base condition for comparison. For HTPB

is given by
71
2

k G*

P*

23

T*

L*

Since there was

there was
a

radial component of the inlet airflow, This

is

loss in the axial momentum of the airflow.

a

could result in

decrease in thrust if the center

the

flow

maintained at the swirl angle through

For
a

exhaust

nozzle.
this
and,

15 degree swirl

angle using the 0.92 inch inlet,

a

would lead to approximately

therefore,
a

15

drop

in

thrust

significant drop in combustion effeciency based

occur,

on thrust. This drop did not

probably

due

to

the

swirl flow dissipating in the aft mixing chamber.

These

results

indicate

that

swirl

can

be

used

to

increase the fuel regression rate for

specific

fuels

with
the

specific geometries and operating conditions.

27

However,

observed wide variation in the

that it will not be
a

effects

of

swirl
of

indicate

simply applied

method

regression

rate control.

B.

GASEOUS INJECTION
Tests were conducted with both PMM
and

HTPB
a

fuels

at

various equivalence ratios. Table

the data for

presents
plot
of

summary
the

of

each

hot

firing.

measured
gas for

increase in chamber pressure

obtained

with

secondary pressure

injection, compared to the expected change in

equilibrium adiabatic combustion is given in Figure 10. Also

shown are some of the earlier results obtained by
2].

Ko

[Ref.

For H~ injection there was

large increase in

and

thrust, with the strongest

effect
order

occuring
to

with
the
>

head-end
expected
1,

injection and

< <

1.

In

verify
at

dependence on 0, one firing was conducted

resulted in little

which
was
a

change

in

However,

there

visible increase in soot exiting from the motor,

the hydrogen was replacing

indicating

the

carbon

in

the

combustion

process
N~0

and/or

NO

have

received

attention

in

liquid
for

hydrocarbon combustion as possible

enhancers/catalysts

soot combustion. For N~0 injection at the head-end and inlet

step with PMM fuel, the increase in

was

slightly

higher

than that expected from equilibrium

combustion,

indicating

28

some enhanced conversion of C/CO. However, this

enhancement
was

did not appear to vary with equivalence ratio and there

no evidence of enhancement with

HTPB

fuel.

HTPB
that

produces

significantly more soot than PMM, indicating

enhanced

soot consumption was not occuring to any major degree.

For NO injection with HTPB fuel, the increase in
P

was

less than expected from equilibrium no effect on the soot present.

combustion,
it

indicating
have

In fact,

may

been

detremental to combustion.
In summary,

secondary injection

of

into

the

SFRJ
in

results in the expected

equilibrium-adiabatic
could
be
at
a

increase

pressure/thrust.

This

viable

method

for
the

augmenting thrust of the SFRJ

critical

points

in

operating envelope (such as take-over from boost),

the

allowing
higher
N~0

motor

design

to

be

tailored

to

provide

performance over the balance of the operating envelope.

and NO did not appear to provide any significant enhancement

for soot combustion.

29

TABLE

SWIRL TEST FUEL GRAIN PHYSICAL CHARACTERISTICS

Run #

Vane Angle
(deg)

D
P

D.

th

(in)

in

(in)

(in)

gm)

HTPB-1 HTPB-2 HTPB-3 HTPB-4 HTPB-5 HTPB-6 HTPB-7 HTPB-8 HTPB-9

PMM-1 PMM-2 PMM-3 PMM-4 PMM-5 PMM-6

15 15 15 30 30

15

7.531 7.531 7.480 7.500 6.880 7.500 6.720 11.970 11.938

753 757 756 758 756 756 758 753 760

.505 .754 .000 .550 .754 .035

0.920 0.920 0.920 0.920 0.920 0.920 0.920 1.125 1.125 0.920 0.920 0.920 0.920 0.920 0.920

0.943 0.943 0.943 0.943 0.943 0.943 0.943 1.329 1.329 0.735 0.735 0.943 0.735 0.735 0.943

397 399 396 397 362 395 353

634 633

15 15 15

11.875 11.813 11.875 11.875 11.938 11.844

2620 2672 2328 2714 2572 2339

TABLE

SWIRL TEST RESULTSMASS FLOW RATES (LBM/SEC)

Run #
m

air

fuel

htr

htr CH

if 4

tot

HTPB-1 HTPB-2 HTPB-3 HTPB-4 HTPB-5 HTPB-6 HTPB-7 HTPB-8 HTPB-9

PMM-1 PMM-2 PMM-3 PMM-4 PMM-5 PMM-6

0.582 0.611 0.605 0.562 0.590 0.595 0.633 1.189 1.231 0.357 0.467 0.627 0.351 0.470 0.642

0.0339 0.0356 0.0376 0.0373 0.0336 0.0379 0.0338 0.0629 0.0643

0.0286 0.0368 0.0547 0.0260 0.0397 0.0562

0.0234 0.0256 0.0370 0.0304 0.0284 0.0258 0.0253 0.0620 0.0417

0.0158 0.0246 0.0311 0.0158 0.0265 0.0322

0.0068 0.0074 0.0081 0.0072 0.0070 0.0079 0.0074 0.0146 0.0141

0.0039 0.0044 0.0035 0.0037 0.0038 0.0040 0.0044 0.0070 0.0090

0.0026 0.0035 0.0040 0.0025 0.0036 0.0041

0.646 0.679 0.688 0.637 0.659 0.667 0.700 1.329 1.351

0.406 0.534 0.721 0.397 0.542 0.738

0.0045 0.0055 0.0077 0.0043 0.0059 0.0076

30

TABLE

SWIRL TEST RESULTS--COMBUSTION PROPERTIES

Run
#

/
1.2526 1.2524 1.2496 1.2471 1.2537 1.2482 1.2567 1.2567 1.2572

T.

fft-lbf\ Vlbm-R/ (R)

HTPB-1 HTPB-2 HTPB-3 HTPB-4 HTPB-5 HTPB-6 HTPB-7 HTPB-8 HTPB-9
PMM-1 PMM-2 PMM-3 PMM-4 PMM-5 PMM-6

Tair
.

T
)

air

'psia) 117 123 128 123 122 121 125 107 110 102 138 125 97 143 133

psia
59 62 62 60 62 61 64 57 59
51

(lbf
88 91 95 89
91

(lbf)
39 38 39 36 39 35 39 78
76

53.15 53.16 53.12 53.17 53.14 53.24 52.99 53.14 53.19

53.17 53.08 53.10 53.17 53.07 53.07

1124 1107 1136 1151 1126 1149 1104 1187 1158

1019 1032 1165 991 1045 1178

89 93 166 169

1.2585 1.2599 1.2534 1.2649 1.2560 1.2534

69 63 48 69 60

49 68
95

20 29

44
19 28

45
71

101

46

Run

#
(

r
<P

\t p
(7c)

AT

in/sec

(R)

c
(7.)

HTPB-1 HTPB-2 HTPB-3 HTPB-4 HTPB-5 HTPB-6 HTPB-7 HTPB-8 HTPB-9

PMM-1 PMM-2 PMM-3 PMM-4 PMM-5 PMM-6

0.0226 0.0235 0.0249 0.0245 0.0241 0.0251 0.0250 0.0258 0.0267

0.751 0.754 0.788 0.847 0.730 0.821 0.691 0.677 0.681

3954 3940 4045 4197 3892 4129 3758 3768 3768

3467 3437 3725 3187 3571 3740

98.5 94.7 98.3 102.8 104.2 90.5 92.7 89.5 93.3

99.1 96.7 94.2 91.1 96.9 101.0

97.7 89.0 94.7 94.9 101.7 85.0 95.1 83.9 83.8

0.0099 0.0113 0.0142 0.0089 0.0118 0.0151

0.632 0.617 0.685 0.583 0.659 0.687

85.0 92.0 93.5 86.0 93.9 102.0

31

TABLE 4

SUMMARY OF GASEOUS INJECTION TESTS

Run #
m

air

inj

Injection Location

APc
Pc
(7.)

APc
Pc

equl

(lbm/sec)
7.5
7

(lbm/sec)

(7.)

N~0 Injection

PMM-7 PMM-8 PMM-9 PMM-10 PMM-11

0.270 0.274 0.345 0.365 0.362 0.368 0.367

0.0212 0.0212 0.0275 0.0275 0.0275

1.010 0.959 1.140 1.144 0.720

1.796 1.806

inlet step 6" past step head end aft mix head end

11.3 8.9 14.9 10.4 9.1 12.7 12.5

5.0 6.6 10.0 10.0 6.3

12, ,0 12, .0

HTPB-10 HTPB-11
5
7o

0.0275 0.0275

head end aft mix

NO Injection

HTPB-12 HTPB-13
2
7o

0.341 0.353
H~

0.0177 0.0177

1.590 1.540

head end aft mix

8.0 6.0

10, .3 10, .3

Injection
0.005 0.007 0.007 0.007
0.481 0.769 0.783 1.290
inlet step head end aft mix head end
31.6 16.0 10.5 3.6

PMM-12 PMM-13 PMM-14 PMM-15

0.279 0.365 0.358 0.362

36.0 11.5 11.5

32

LEGEND HIGH-G DATA POINTS LOW-G DATA POINTS LOW-G CORRECTED AVG DATA REF. 1

35"

VANE ANGLE

Figure 8.

Regression Rate vs Swirl Vane Angle; HTPB Fuel

33

o o
JS

r-t

o o

r-t

T-H

__

HO <
as

o o o o o

LEGEND
O 1.5 IN PORT D 1.75 IN PORT A 2.0 IN PORT

O'

^
VANE ANGLE
34

3u~

Figure 9.

Regression Rate vs Swirl Vane Angle; PMM Fuel

LEGEND

Q PMM/N 2
HTPB/N 2 HTPB/NO PMM/ ETHYLENE REF 1 V PMM/AIR REF 1 Q HEAD END CD INLET STEP B AFT MIXING CHAMBER SHADED - 6 > 1

O
O

A PMM/H 2

o
C/3

2C

ACTUAL PERCENT CHANGE

Percent Change in Chamber Pressure; Figure 10. Actual vs Equilibrium Adiabatic Combustion.
35

V.

CONCLUSIONS AND RECOMMENDATIONS

verified
that

This

investigation

regression
although
on
to

rate
the
the

generally does increase with inlet air swirl,

extent of the

increase

appears

to

be

dependent

equivalence ratio, grain length and inlet diameter

diameter ratio. It is therefore

port
air

concluded

that

inlet

swirl could only be used effectively for specific geometries

and operating conditions.
In general,

the use of gaseous injection

led

to

small
of

increases in

combustion

pressure

with

the

exception

hydrogen. When small amounts of hydrogen were injected

with

equivalence ratios less than unity,

in pressure and thrust

substantial

increase

were

realized.

Hydrogen

injection

could be used for thrust augmentation during critical points

in the operating envelope

(such as take-over from boost).

36

LIST OF REFRENCES
1.

Campbell, William H. Jr., An Experimental Investigation of the Effects of Swirling Air Flows on the Combustion Properties of a Solid Fuel Ramjet Motor W. S~T Thesis Naval Postgraduate School, Monterey, California, December, 1985.
,

2.

An Experimental Investigation of Fuel Regression Rate Control in Solid Fuel Ramjets W. S~. Thesis Naval Postgraduate School, Monterey Ca lifornia, December 1984.
Ko, Bog Nam,
,

37

INITIAL DISTRIBUTION LIST

No. Copies
1.

Defense Technical Information Center Cameron Station Alexandria, Virginia 22304-6145

2.

Superintendent
Attn: Library, Code 0142 Naval Postgraduate School Monterey, California 93943-5000

3.

Department Chairman, Code 67 Department Of Aeronautics Naval Postgraduate School Monterey, California 93943-5000
Professor D. W. Netzer, Code 67Nt Department Of Aeronautics Naval Postgraduate School Monterey, California 93943-5000 Stephen R. Lowe Naval Ordnance Missile Test Station White Sands Missile Range, New Mexico 88002-5510
Lt
.

4.

5.

38
7
9

9 S

2_

MONTEREY,

-J943-8002

218301
Thesis L8577
c.l

Lowe

An experimental investigation of combustion modulation techniques for a solid fuel ramjet.

218801
Thesis L8577
c.l

Lowe An experimental investigation of combustion modulation techniques for a solid fuel ramjet