Chemical Rocket Thrust Chambers KTH

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Chemical Rocket Thrust Chambers
23 Jan. 2013
Aerothermodynamics, Jan stlund

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GKN Aerospace Sweden AB Proprietary Information. This information is subject to restrictions on first page.
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Outline of presentation
Overview of GKN
Space Propulsion at GKN- Ongoing Rocket Nozzle Projects
Chemical Rocket Thrust Chambers - Basic Concepts and Theory
Chemical Rocket Thrust Chambers -Nozzle Contour Design
Chemical Rocket Thrust Chambers -Internal and External Loads
Heat Transfer Methods used in Concept Design Phases
Heat transfer Methods used in Detail design and Verification
Phases
Manufacturing of Vulcain 1&2 NE and Vulcain 2+ NE DEMO
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OVERVIEW OF GKN
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GKN plc. at a glance
GKN is a global engineering group
Established in 1759, it has over 250 years of engineering
experience
Its technologies and products are at the heart of vehicles and
aircraft produced by the worlds leading manufacturers
GKN operates four divisions:
GKN Driveline (46%)
GKN Powder Metallurgy (14%)
GKN Aerospace (24%* excl Thn)
GKN Land Systems (14%)

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Some GKN history
GKN started as a tiny iron work on the Welsh
hillsides in 1759.
GKN was active when steel superseded iron during
the railway boom in the 1860s.
After the First World War, GKN moves in to the 20th
centurys greatest new industry automotive.
In 1988 Guest, Keen & Nettlefolds changed name
into GKN plc. and to took off into aerospace industy.
In October 2012 GKN bought Volvo Aero Corporation
in Trollhttan and renamed it GKN Aerospace Engine
Systems.
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GKN is a truly global company
GKN: ~44 000 people in more than 35 countries
GKN Aerospace: ~11000 people
GKN Aerospace Engine Systems in Trollhttan: ~2400 pepole

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GKN Aerospace sales and marketshare
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GKN Aerospace sales:
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GKN Aerospace Airframe and niche products

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GKN Aerospace Engine products

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GKN Aerospace Engine Systems in Sweden
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Military aircraft
engines
Sub systems for
rocket engines
Engine Services

Components for
aircraft engines
and gas turbines
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Military aircraft
engines
Sub systems for
rocket engines
Engine Services

Components for
aircraft engines
and gas turbines
90 % of all new large commercial aircraft engines use
our components
Engine components, Engine technology
Engine technical support, Engine MRO* services
*) Maintainence, Overhaul & Repair
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Military aircraft
engines
Sub systems for
rocket engines
Engine Services

Components for
aircraft engines
and gas turbines
RM12 in the Swedish Gripen fighter aircraft main contractor

We develop and produce components for several other
military engines, such as the F404 and F414 for the F18, and
F110 for the F16, and F135 for the Joint Strike Fighter
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Military aircraft
engines
Sub systems for
rocket engines
Engine Services

Components for
aircraft engines
and gas turbines
European Center of Excellence for nozzles and turbines
Patented sandwich technology
Turbines with extreme performance
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Military aircraft
engines
Sub systems for
rocket engines
Engine Services

Components for
aircraft engines
and gas turbines
Commercial engine overhaul experience
since 1966

On-site services and around-the-clock technical support
Lease/exchange engine support
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Center of Excellence for Aerothermodynamics
CoE for
Aerothermodynamics
Aeroacoustics
Aeromechanic
Low-
observability
Heat transfer
Combustion
Aerodynamics
Work force
~25 persons
1 professor
3 company
specialists
6 engineering
method specialists
13 PhD
1 Lic.Eng
12 MSc

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SPACE PROPULSION
ROCKET NOZZLE PROJECTS
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Projects we work in; Vulcain 2
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Projects we work in; SWEA/SWAN
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Projects we work in;
SCENE/Score-D within FLPP
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Cooperation within
networks, partners and
customers in projects

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Trollhttan,
GAS
Vernon,
Snecma
Ottobrunn,
Astrium
Lampoldshausen,
DLR
Noordwijk,
ESA
Korou,
A5 launch site
Paris,
CNES
Stockholm,
Swedish National Space Board
West Palm Beach,
Pratt&Whitney
Rocket nozzle development involves cooperation
within a network of industries, agencies and
institutions
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for rocket engine nozzles
Nozzles From Concept to Flight

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CHEMICAL ROCKET THRUST CHAMBERS
BASIC CONCEPTS AND THEORY
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Main Functions and Technological Challanges
for Thrust Chambers
Contour optimization for minimum expansion losses and
performance prediction for expansion
Heat Transfer and Cooling
Mechanical design against internal (pressure/temperature)
and external loads (buffeting / booster radiation)
Compromise design for overexpansion (on ground) and
underexpansion (in vaccum) for first stage application
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ALL propulsion systems work by exchanging momentum
sailboats exchange momentum with the air
automobiles exchange momentum with the Earth
jet engines take low-speed air and eject it at a higher speed
rocket engines exchange momentum with the propellant

momentum added to rocket = mass of ejected propellant x velocity
AP=m
prop
v
e

Rocket Basics : Momentum Exchange
Change in
momentum Propellant mass (Kg)
Exit velocity (m/s)
REACTION ACTION REACTION ACTION
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Thrust Chamber Fundamentals
A thrust chamber generates thrust
(F) by converting thermal energy
of hot combustion gases
(temperature) to kinetic energy
(velocity).

F-engine thrust
T
c
-combustion chamber temperature
p
c
-combustion chamber pressure
m-propellant mass flow
p
e
-nozzle exit pressure
v
e
-nozzle exit velocity
A
e
-nozzle exit area
p
a
-ambient pressure
A
t
-nozzle throat area
c= A
e
/A
t
-nozzle area ratio alt. Expansion ratio

N
o
z
z
l
e

Oxidizer Fuel
Combustion
Chamber
Convergent part
Divergent part
Throat
P
c
, T
c
m &
p
a
p
e
v
e
, A
e
e a e e e
A p A p v m F + = ) (
&
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27
Energy balance
R
Q h h + =
01 02
c c c c
h v v h h = = = + = } 0 {
2
1
2
02
e
h h
0 02
=
|
|
.
|
\
|
= =
c
e
c p e c e
T
T
T c h h v 1 2 ) ( 2
|
|
.
|
\
|
|
|
.
|
\
|
/ ) 1 (
1
) 1 (
2
c
e c
e
p
p
M
T R
v
Assume1D isentropic expansion of a
calorically perfect gas (Cp&R const.)
(Q
R
- added heat from
chemical reaction)
Low Molecular weigth and high chamber
temperature gives high exhaust velocity!
Q
R
Propellant
in
1
2
e
Propellant
out
h
s
1
2
e
p
c
p
e
Expansion
Q
R
For well expanded nozzle with high area ratio p
e
0
c e
T
M
R
v
) 1 (
2
max ,

|
|
|
.
|
\
|
=
=
=
M R R
R c
T c h
p
p
) 1 (
1
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Thrust chamber performance parameters
I
sp
=F/m=c*C
F
is the Specific Impulse [m/s]
1

c* is the Characteristic Velocity [m/s]
primarily a function of the combustion chamber properties

C
F
is the Thrust Coefficient (dimensionless)
can be considered to be a function of nozzle geometry only
F F t c sp e a e e e
C c m C A p I m A p A p v m F
*
) (
& & &
= = = + =
] / [ 81 . 9 ]; [
2
0 0
s m g s g m F I
sp
= = &
1
To make it independent of the unit system following definition is also used
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29
Thrust chamber performance parameters
I
sp
=F/m=c*C
F
is the Specific Impulse [m/s]
1
is a measure of how well a given flow rate of propellant is turned
into thrust
It is an important performance parameter for the launcher
Recall the rocket equation: Au=I
sp
ln(m
0
/ m
B
)
Au= launcher need, m
0
= initial mass, m
B
=dry mass
Consequences for engine design & layout :
Maximize thrust chamber I
sp
and Minimize thrust chamber dry mass

F F t c sp e a e e e
C c m C A p I m A p A p v m F
*
) (
& & &
= = = + =
] / [ 81 . 9 ]; [
2
0 0
s m g s g m F I
sp
= = &
1
To make it independent of the unit system following definition is also used
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30
Characteristic velocity
The Characteristic Velocity relates the combustion chamber pressure to the
propellants burned, and thus reflects the propellant energy and the
combustion efficiency
It is essential independent of the nozzle characteristics and may be used to
compare the characteristics of different propulsion systems and propellants
The Characteristic Velocity defines together with the chamber pressure
the size of the thrust chamber

&
) (
) 1 ( 2
) 1 (
1
2
+
|
|
.
|
\
|
+
= =
c
t c
t
c
t
c
c
t
c
RT
A p
A
T
T
RT m
) 1 /(
0 0
) 1 /( 1
0 0
2 0
2
1
1
|
.
|
\
|
=
|
.
|
\
|
=
+ =

T
T
p
p
T
T
M
T
T
Compute at sonic throat: uA m = &
Recall the isentropic relations
) ( ) (
*
I
=
I
= =
M R T R T
m
A p
c
c c
t c
&
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31
Thrust coefficient
The Thrust Coefficient relates the created thrust to the stagnation pressure
and thus reflects the expansion properties of the exhaust gas

The Thrust Coefficient gives the amplification of the thrust due to the gas
expansion in the supersonic nozzle compared to the thrust delivered if the
chamber pressure only acted over the throat area
t
e
c
a e
c
e
t c
F
A
A
p
p p
p
p
A p
F
C =
+
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
+
|
|
.
|
\
|
= =
|
|
.
|
\
|
|
|
.
|
\
|
+
c c

; 1
1
2
1
2
1
1
1
t
e
c
a e e
t
e
c
a e
e
t c t c
F
A
A
p
p p
c
v
A
A
p
p p
v
A p
m
A p
F
C
|
|
.
|
\
|
+ =
|
|
.
|
\
|
+ = =
*
&
( ) I
= =
M R T
m
A p
c
c
t c
&
*
( )
( )
|
|
.
|
\
|
|
|
.
|
\
|
/ 1
1
1
2
c
e c
e
p
p
M
T R
v
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0
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32
Typical flow properties in a H2/O2 thrust
chamber @ vaccum conditions ( 1.2)
F
cc
=mv
t
+p
t
A
t
F
NE
=m(v
e
-v
t
)+p
e
A
e
-p
t
A
t
Stagnation CC Throat Nozzle exit
Area ratio 2.5 1 45
Pressure 110 bar 98 bar 56 bar 0.18 bar
Temperature 3550 K 3519 K 3218 K 1234 K
Velocity 0 m/s 395 m/s 1542 m/s 4128 m/s
Mach number 0 0.24 1 4.32
c* 2277 m/s
Mass flow rate 237.5 kg/s
Thrust 671.5 kN 1024 kN
Isp 2827.4 m/s 4312 m/s
C
F
1.24 1.89
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Operation of Nozzle at Off-Design Conditions
Optimum performance is obtained if the nozzle exit pressure is equal
to the atmospheric pressure
Exit Pressure
Below
Ambient
Pressure
Exit Pressure
Equals
Ambient
Pressure
Exit Pressure
Above
Ambient
Pressure
Bell Nozzle at Sea Level:
The exhaust plume is
pinched by high ambient
air pressure, reducing its
efficiency.
Bell Nozzle at Optimum Altitude:
The exhaust plume is column-
shaped producing maximum
efficiency.

Bell nozzle at High Altitude:
The exhaust plume continues
to expand past the nozzle exit
reducing efficiency.

Plume
Boundary
Plume
Boundary
Shocks
Flow
separation
region
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Specific impuls of an Ideal thrust chamber
For an ideal thrust chamber with fixed chamber conditions the
performance is determined by the nozzle area ratio

F
C
c
a e
c
e
c
c
sp
p
p p
p
p
T M R
I
+
(
(
(
|
|
.
|
\
|
|
|
.
|
\
|
+
|
|
.
|
\
|
I
=
|
|
.
|
\
|
|
|
.
|
\
|
+
c

1
1
1
*
1
1
2
1
2
|
|
.
|
\
|
+
(
|
.
|
\
|
+
+
= = =
1
1
2
2
1
1
1
2 1

c
e
e e e
t t
t
e
M
M v
v
A
A
|
|
.
|
\
|
|
.
|
\
|
+ =

1
2
2
1
1
e c e
M p p
1
0
1
1
0

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Specific impuls of an Ideal thrust chamber
Tradeoffs in selecting the area ratio!
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36
Nozzle concepts for First Stage Application
Key requirements:
Stable operation on ground
High performance (low losses)
at high altitude

Classical approach:

Bell nozzle
(e.g. Vulcain, SSME, )
Advanced nozzles with
altitude adaptation e.g.:
Dual bell nozzle
Extendiable nozzle
Aerospike nozzle
Plug nozzle
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NOZZLE CONTOUR DESIGN
37
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38
Performance losses in a nozzle
Three main categories of loss mechanisms:
Geometric or divergence loss.
Viscous drag loss.
Chemical kinetic loss.

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39
Losses
The optimum nozzle contour is a design compromise
that result in a maximum overall nozzle efficiency.
A long nozzle is needed to maximise the geometric
efficiency; But at the same time, nozzle drag and dry
mass is reduced if the nozzle is shortened.
If chemical kinetics is an issue, then acceleration of
exhaust gases at the nozzle throat should be slowed by
increasing the radius of curvature applied to the design
of the throat region, at the cost of an increased nozzle
length and dry mass.
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40
Classical Nozzle Contour Types
15
o

cone
TIC TOC TOP
Mach number distribution in different contours. The thick
line indicates the approximate position of the internal
shock.
TIC - Truncated Ideal Contour
TOC - Thrust Optimised Contour
TOP - Thrust Optimised Parabola
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41
Conical Nozzle
e
v m F & =
Assume conical flow at the exit of a nozzle and optimum expansion (p
e
=p
a
)
r
v
m
dA v v
v
e
A
x r
e
&
}}
=

u
u u t
cos
sin 2
r x
v v
d r r dA
=
=
o
o
u u t
u u u t
u
o
o
cos 1
sin
sin 2
cos sin 2
cos 2
2
1
0
2
0
2
2
= = =
}
}
}}
}}
r r
A
r
A
r
e
v
d r
d r
v
dA v
dA v
v
e
e
2
cos 1
cos 1
sin
2
2
1
o
o
o
+
=
= =
r
e
v
v
Reduction in thrust compared to an ideal nozzle with all the flow in axial direction

o t an 2
1
=
t e
t
A A
D
L
For ideal conical flow, , v
r
are constant over A
e
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42
Nozzle Design with the use of MOC
In supersonic flow the Euler equations are hyperbolic, i.e. well
suited for the use of Method Of Characteristics (MOC).
The most common method for generating rocket nozzle
contours.

In mathematics, the method of characteristics (MOC) is a
technique for solving partial differential equations.

For a first-order PDE, the method of characteristics discovers
lines (called characteristic lines or characteristics) along which
the PDE becomes an ordinary differential equation (ODE). Once
the ODE is found, it can be solved along the characteristic lines
and transformed into a solution for the original PDE

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43
17 04 2012,
Slide 43
Characteristic lines
The solution of the flow equation is found by constructing the
characteristic curves/net
In a supersonic nozzle the characteristic lines is identical to the Mach
lines (small pressure perturbations in the flow are transported along the
Mach lines)
u
(
u
-
)
-
c
h
a
r
a
c
t
e
r
i
s
t
i
c
(
u
+
)
-
c
h
a
r
a
c
t
e
r
i
s
t
i
c
W
2
1
3
x
y
u
(
u
-
)
-
c
h
a
r
a
c
t
e
r
i
s
t
i
c
(
u
+
)
-
c
h
a
r
a
c
t
e
r
i
s
t
i
c
W
2
1
3
x
y
With the conditions at point 1 and 2 the
location and flow conditions of a new point 3
can be numerical determined
Schlieren photograph of flow in a 2D
conical nozzle (after Busemann)

The Mach lines are made visible by
small roughness on the nozzle walls

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44
Nozzle Design, initial expansion region

The basis in all MOC nozzle design methods is the Kernel.
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45
Ideal Nozzle Design
An ideal nozzle produces an isentropic flow (i.e. without internal shocks)
and gives a parallel and uniform exit flow.
With the condition that the last LRC KE is a uniform exit charactereistic
MOC can be used to construct the inviscid nozzle contour.

After the inviscid design a boundary layer correction is added to
compensate for the viscous effects.
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46
Characteristics net in an ideal nozzle
M
Design
=4.6, =1.2.
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47
Truncated Ideal Contoured Nozzle
Ideal nozzle extremely long not suitable for rocket
applications.
Length necesarry to produce 1-D flow at exit.
Thrust contribution by the last part of nozzle is
negligible.
A pratically more feasable rocket nozzle is obtained
by truncating the nozzle.
Such nozzles are called Truncated Ideal Contoured
(TIC) nozzles.
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48
Truncated Ideal Nozzles
The method can be outlined as follows:
A complete set of ideal nozzle contours is synthesised in a plot
together with lines representing constant surface area, exit
diameter, length and vacuum thrust coefficient respectively.

Within a given constraint
such as expansion ratio
(or exit diameter), surface
area, or length an
optimisation process can
then be used to
determine where to
truncate the full nozzle
contour to obtain
maximum performance.
Length
R
a
d
i
u
s
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49
D A
C
B
Length
R
a
d
i
u
s
Truncated Ideal Nozzles
Max performance for a given:
Expansion ratio point A
Surface area point B
Length point C
Point D, the most thrust
obtainable from any given
nozzle contour. Not of
practical interest
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50
Ariane 4, Viking4
Viking4 (TIC)
Propellants: N2O4/UDMH
Thrust(vac): 82 tons.
Isp: 2960 m/s
Burn time: 125 sec.
Mass Engine: 850 kg.
Diameter: 2.6 m.
Length: 3.5 m.
Chamber Pressure: 58.5 bar.
Area Ratio: 30.80.
Oxidizer to Fuel Ratio: 1.70.
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4

51
Energia Buran, RD-0120
RD-0120 (TIC)
Propellants: LOX/LH2
Isp: 4550 m/s.
Burn time: 600 sec.
Mass Engine: 3,450 kg.
Diameter: 2.4 m.
Length: 4.5 m.
Chamber Pressure: 218 bar.
Area Ratio: 85.7.
Oxidizer to Fuel Ratio: 6.00
1
0
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52
T
N
O K
Kernel
T
N
u
N

r
td

O
r
t

P
E
Control
surface
u
E

r
E
L
C
Thrust Optimised Contoured Nozzles (TOC)
With the use of calculus of variation the conditions and shape of the control
surface can be found that gives maximum performance.
Contour found by back construction of MOC net, similar as for an ideal contour
1
0
1
1
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53
Characteristics net in a TOC Nozzle
1
0
1
1
0

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54
Parabolic Bell Nozzles
Rao proposed a parabolic-geometry approximation to the TOC nozzle
dimensions from the inflection point to the nozzle exit.
These types of nozzles are often referred as Thrust Optimised Parabolic
(TOP) nozzles.
With a parabolic approximation the contour is defined by the equation

Where the constants B, C, D and E are given by r
td
, u
N
, L
E
and u
E
.
A very large number of contours can be generated. However, only a few
of these are an approximation of a real TOC contour.
Selecting the proper inputs can approximate the TOC nozzle very
accurately without introducing a significant performance loss.
0 ) (
2
= + + + + E Dr Cx Bx r
1
0
1
1
0

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55
Parabolic Bell Nozzles
One main difference between TOC and TOP nozzle flows:
An internal shock, i.e. crossing of the right running characteristic lines, is
formed upstream the last LRC line in a TOP nozzle.
The wall pressure at the nozzle exit becomes slighly higher in a TOP
compared with the TOC nozzle.
Shown to be useful for 1-stage nozzles where a margin against flow
separation is important.

TOP nozzle
TOC nozzle
1
0
1
1
0

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56
Ariane 5, Vulcain
Vulcain (TOP)
Propellants: LOX/LH2.
Isp: 4310 m/s.
Burn time: 605 sec.
Diameter: 1.8 m.
Length: 3.0 m.
Area Ratio: 45.
1
0
1
1
0

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57
Space Shuttle, SSME
SSME (TOP)
Propellants: LOX/LH2.
Isp: 4550 sec.
Burn time: 480 sec.
Diameter: 1.6 m.
Length: 4.2 m.
Area Ratio: 77.5.
1
0
1
1
0

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INTERNAL AND EXTERNAL LOADS
58
1
0
1
1
0

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59
Challenges in
nozzle design
The Loads
Vibration loads
may start cracks
Balance
between
heat load
and cooling
gves wall-
temperature
Main jet pressure
load may cause
buckling
Boosters radiation
Buffeting - pressure pulsations
around the nozzle during accent
High nozzle cooling rate can
cause the water steam in
the flame to condensate
http://www.youtube.com/wat
ch?v=rowVdcnwJr8
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60
Internal load - Flow Separation
Separation shock pattern in a TOP nozzle at two
different feeding pressures
Mach Disk
Shock wave
Reverse Flow
Supersonic jet
Mach No.
GSTP FSC REFERENCE NOZZLE
FREE SHOCK SEPARATION AT P0=14 Bar
0.00
0.01
0.02
0.03
0.04
0.05
0.06
0.07
0.08
0.09
0.10
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X/L
P
w
a
l
l
/
P
0
Experimental Data
K-OMEGA Calculation
Vacuum Pressure Contour
GSTP FSC REFERENCE NOZZLE
RESTRICTED SHOCK SEPARATION AT P0=16 Bar
0.00
0.02
0.04
0.06
0.08
0.10
0.12
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
X/L
P
w
a
l
l
/
P
0
Experimental Data
K-OMEGA Calculation
Vacuum Pressure Contour
Subsonic
Core
Mach Disc
Separation
Reattachment
Supersonic jet
Mach No.
1
0
1
1
0

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61
Design for optimal performance requires models for accurate prediction of
separation point location
side-load levels
Both at design and off-design conditions (start up and shut down transients)
The chosen nozzle contour influences the
side load and separation behavior

First TC test with Vulcain NE
Internal load - Flow Separation
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62
Internal Load - Heat load

The typical heat transfer rates of rocket propulsion system are higher than those
in jet engines and the combustion temperatures are usually two times the
melting point of steel.

A correct estimate of the expected critical temperatures and temperature
gradients of the different propulsion components is highly important in any stage
of the design process.

Only sufficient material should be built into the walls to absorb or transfer the
heat without risking excessive erosion or heating of the walls and without a loss
of structural strength at the heated conditions.

The maximum temperature obtained at nominal/extreme operational conditions
dictates the choice of material and also the cooling method/layout that can be
used.
1
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63
Type Basic Mechanism Application
Radiation
cooling
Wall made of heat resistant metal; heat radiates to
surroundings
For un-cooled nozzle
extensions and
monopropellant thrusters
Regenerative
cooling
Fuel is circulated through hollow-wall cooling jacket
prior to injection and absorbs heat by convection
Good for large- and medium-
sized thrust chambers
Dump mass
cooling
Small amount of fuel is circulated through hollow-
wall cooling jacket and absorbs heat by convection
prior to ejection in to the surroundings
For large- and medium-sized
thrust chambers
Film cooling Liquid fuel or cool gas boundary layer is injected
along wall surface
Usually with large units
Ablative cooling Progressive endothermic decomposition of fiber-
reinforced organic surface material forming an
insulating porous char for passage of pyrolysis
gases
Small thrust chambers and
nozzle extension of large
units

Heat sink
shielding
Ablative heat sink wall pieces and graphite throat
inserts resistant to high temperatures, erosion, and
oxidation
Solid-Propellant thrust
chambers
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0
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64
Radiatively cooled nozzles
No cooling flow
Very high material temperatures
1400K-2000K
Simple structures
1
0
1
1
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65
Dump cooled nozzles
Small amount of coolant flow, 5-7 % of
total fuel mass flow
Coolant with large heat capacity
Low pressure < 50 bar
Complicated structure
High material temperatures 1100K
Vulcain
1
0
1
1
0

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66
Regeneratively cooled nozzles
Large coolant flows, 20-100% of the fuel
flow
Moderate material temperatures
500-800K
High pressures 200-400 bar
Complicated structures
1
0
1
1
0

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67
Film cooled nozzle
Complicated function
Simple wall structure
Small flows 3-4% of total main jet flow
High material temperatures 1300-2000K
TEG flow dumped at low pressure
gives performance loss
1
0
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68
Heat load
Vulcain 2 NE
Spiral tube wall:
convective cooling
Sheet metal skirt wall: film-
and radiation- cooling
Combustion chamber wall:
regenerative cooling
Combination of cooling concepts frequently used
1
0
1
1
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HEAT TRANSFER METHODS USED IN
CONCEPT DESIGN PHASES
69
1
0
1
1
0

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70
One dimensional steady heat transfer analysis
Heat transfer from hot gas through solid wall to a cool fluid
T
g
(3000 K)
T
wg
(700 K)
T
wl
(530 K)
Main jet (hot gas)
T
l
(420 K)
(340 K)
Ambient air (294 K)
Inner wall
Outer wall
Atmosphere
Coolant fluid
Radial distance from centerline of thrust chamber
T
e
m
p
e
r
a
t
u
r
e
l w g
l wl l l
wl wg w w
wg wa g g
q q q q
T T h q
T T t q
T T h q
= = =
=
=
=
) (
) )( (
) (
-Convective heat transfer at hot side

-Heat conduction through solid
-Convective heat transfer at cold side
q -heat transfer rate per unit area
h
g
-hot gas film coefficient
T
wa
-adiabatic wall temperature
T
wg
-hot side wall temperature
-thermal conductivity of solid
t
w
-wall thickness
T
wl
-cold side wall temperature
h
l
-coolant film coefficient
T
l
-coolant temperature
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71
Adiabatic wall temperature less
than the stagnation temperature
Heat transfer from low speed fluid
close to the wall to higher speed
fluid farther from wall

Adiabatic wall temperature (recovery temperature)
Adiabatic wall
T
g
T
wa
T
0g
p
c
u
2
2
g g
g wa
T T
T T
r
=
0
2
0 0
2
1
1
1
) 1 (
g
g
g
g
wa
M
r
r r
T
T
r
T
T
+

+ = + =

r
T
T
M
T
T
M
g
wa
g
g
wa
g

0
0
1 0
n
r
1
(Pr) =
Laminar flow n=2
Turbulent flow n=3
9 . 0 ~ r For typical rocket propellants
Recovery factor
1
0
1
1
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72
One dimesional heat transfer analysis
With the use of the previous equations the heat
transfer rate per unit area and wall temperatures can
be calculated as
l w g
l wa
h t h
T T
q
1 1 + +

=
l l g w w g g
l wa
g
h A A A t A h
T T
q
+ +

=
1
w
g
w
l
x w A
x w A
g g
l l
A =
A =
The channel side walls acts as cooling fins

This fin effect and other geometry effects can be included
by defining effective wall areas that are larger than the
actual area:
w wh wl
g wa wg
qt T T
h q T T
=
=
l l w w g g
A q A q A q = =
1
0
1
1
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73
Estimate of 2D effects
0 0.25 0.5 0.75 1
H
o
t

s
i
d
e

w
a
l
l

t
e
m
p
e
r
a
t
u
r
e
Location on hot side, z/a
1D
2D
z
q constant @
D L wh
L whm
T T
T T
f

=
1
) (
D L wh L whm
T T f T T

+ =
1
) (
T
whm
maximum center plane hot wall temperature
Notice that T
whm
< T
wh

1
0
1
1
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74
Film coefficent coolant side
All the design bureaus and companies apply Nusselt-type
correlations to describe the heat transfer
A rather simple example of such a correlation may read as:

or a little more complex

4 . 0 8 . 0
Pr Re 026 . 0
h
D
h l
l
D h
Nu = =
(Dittus-Boelter relation for turbulent pipe flow)

These coefficients (a-m) should describe the influence of:
cooling channel geometry
curvature effects
catalytic surface reactions
thermodynamic (real gas, cryogenic conditions, vicinity to the critical point,
varying fluid properties)
fluid mechanic (turbulence, stratification)
chemistry (pyrolysis) etc.
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75
Coefficients for Nusselt correlations
coolant side heat transfer hydrocarbons fuel
(From: Liang, K., Yang, B., Zhang, Z., Investigation of heat transfer and coking
characteristics of hydrocarbons fuels, Journal of Propulsion and Power, Vol. 14, No. 5, 1998)
1
0
1
1
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76
Film coefficent flame side
Usually the hot gas side heat transfer is described
in form of a Bartz-type correlation
e
2 . 0 8 . 0
2 . 0
8 . 1 8 . 0
* 2 . 0
026 . 0

|
|
.
|
\
|
> <
|
.
|
\
|
|
.
|
\
|
=
T
T
c
D
D
c
p
D
h
g
e p
t c
t
g
2
wh g
T T
T
+
>= <
e

|
|
.
|
\
|
=
ref
ref
T
There are various modifications around, almost every company works
with their one correlation, which try to account for local effects such as
curvatures of liner and throat, area ratio, Mach number which all have
an influence on the heat transfer
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77
Film coefficent flame side
Several important trends and observations can be made:
a) Smaller throat diameter leads to larger heat flux (~1/D
t
0.2
)
b) Heat flux is almost linear in chamber pressure (~p
c
0.8
). This limits the feasibility
of high chamber pressure, which are other wise very desirable.
c) Maximum heat flux occurs at throat (~(D
t
/D)
1.8
). One critical design
consideration is therefore the thermal integrity of the throat structure.
d) Lighter gases lead to higher heat flux, through the combined effects of c
p
and c*
(h
g
~1/M
0.6
).
e) The factor (T
e
/<T
e
>)
0.8-0.2
(T
e
/<T
e
>)
0.68
is greater than unity. This
enhancement of heat flux follows mainly from the fact that the gas in the
boundary layer is mostly cooler than in the core, hence denser, and that the
turbulent heat conductivity is proportional to density

e
2 . 0 8 . 0
2 . 0
8 . 1 8 . 0
* 2 . 0
026 . 0

|
|
.
|
\
|
> <
|
.
|
\
|
|
.
|
\
|
=
T
T
c
D
D
c
p
D
h
g
e p
t c
t
g
1
0
1
1
0

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HEAT TRANSFER METHODS USED IN DETAIL
DESIGN AND VERIFICATION PHASES
78
1
0
1
1
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79
Conjugated Heat transfer analysis
Vulcain 2 film cooled nozzle
Coolant domain:
Sub-sonic flow
Real-gas flow
Solid domain
Flow direction
Core flow domain:
Supersonic flow
Multi-specie flow
Chemical reactions
3-D heat transfer and flow analysis that includes
simultaneous simulation of the chemical reacting
mainstream in the nozzle, heat conduction in the solid
and the cold real gas flow in the cooling channels

Mainly used in detail design and verification phase

Method time consuming and not feasible in
concept and preliminary design phases

III
Main jet Chemical
reacting flow
Metal
tube
Coolant flow, real gas
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80
Conjugated Heat transfer analysis
Comparison of 3D CFD (colored lines) and 1D-heat transfer prediction
(black line) versus measurements (symbols) and metallurgic data
W
a
l
l

T
e
m
p
e
r
a
t
u
r
e
600
800
1000
1200
1400
1600
1800
0.25 0.35 0.45 0.55 0.65 0.75 0.85 0.95 1.05
X-position [m]
W
a
l
l

t
e
m
p
e
r
a
t
u
r
e

f
l
a
m
e

s
i
d
e

[
K
]
TCCOOL Wall Temp (TCCOOL S2)
3DCFD NE207 (S2) T (max)
3DCFD NE207 (S2) T (mean)
3DCFD NE207 (S2) T (min)
Max Wall Temp (Expertise NE207)
Tube 194 cold side
Tube 194 hot side
Tube 175 cold side
Tube 175 hot side
Tube 152 cold side
Tube 99 cold side
Line indicating start of grain growth
Line indicating carbide separation
Axial location
3D CFD T(min)
3D CFD T(max)
3D CFD T(mean)
1D prediction
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MANUFACTURING OF
VULCAIN 1&2 NE AND VULCAIN 2+ DEMO NE
81
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82
Launch Vulcain 2
1
0
1
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83

V1 / V2 Common Processes
Raw material:
Inconell 600 tubes
V1: 456 tubes
V2: 288 tubes
Process:
Twisting and bending of tubes
Packing of tubes
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84
V2 NE tube welding
Welding of tubes(C-weld)

Close-up of welding process
1
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1
1
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85
V2 NE Skirt and Stiffeners
Built from 8 form-pressed
sections of sheet metal
25 stiffeners from sheet metal
are welded on the skirt wall
An expanding fixture is used
during welding of stiffeners to
minimize weld shrinkage
No further forming of the contour
is performed

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1
1
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86
Skirt mounting
A large welding positioner
(BODE) is used
The Skirt is welded to the TEG
Manifold both on the outside and
the inside.
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87
Vulcain 2 NE
Main data:

Fuel LH2
Oxidator LOX

Thrust 1359 kN

Combustion chamber
pressure 120 bar

Combustion chamber
temperature 3550 K

The turbine exhaust gases
are used to film cool the skirt

Length 2.168 m
Outlet diameter 2.094 m
Area ratio, outlet/throat 58
Weight 449 kg

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88
17 04 2012,
Slide 88
Vulcain 2+ Demo
Outlet Manifold
(Haynes 230)
Hook stiffener for
radial stability
(Inconel 625)
Stiffeners for
radial stability
(Inconel 625)
Metal deposition jacket
for axial stability
(Inconel 625)
Stiffeners for axial
stability (Inconel
625)
Box stiffeners for
increased ovalization
frequency (Inconel
625)
Inlet Manifold
(Inconel 625)
Cover band
for Cone
Joint (In625)
Therma
l Barrier
Coating
Sandwich
Walls
(Haynes 230)
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89
17 04 2012,
Slide 89
Vulcain 2+ Demo
The lower
cone is laser
welded at
FORCE
Welded
upper
cone
Chemical Rocket Thrust Chambers
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90
Vulcain 2+ Demo milling of Liner
For past demonstrators the channel
milling has been performed using twin
disk milling for optimum efficiency.
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91
Vulcain 2+ DEMO in test bench

Chemical Rocket Thrust Chambers KTH

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The information contained in this document is GKN Aerospace Sweden AB Proprietary information and it shall not either in its

ts original or in any modified

-Convective heat transfer at hot side

(Dittus-Boelter relation for turbulent pipe flow)

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