You can access the research papers on pintle injectors here
This blog is about pintle injector used in Space X Falcon 9 rocket. As a part of my Masters theisis, I have fabricated several pintle injectors and tested it in propulsion lab. This blog is intended to simplify the efforts of rocket propulsion enthusiasists to easily grasp and fabricated an injector for their rocket engine.
Saturday, December 31, 2016
COMMONLY USED INJECTION ELEMENTS IN ROCKET ENGINES
1.3 LIKE
IMPINGING
Like impinging (or self-impinging elements) impinge the injected streams
directly on other streams of the same propellant. The most common of these, a
doublet type, has two like-fluid streams angles together to an impact point,
producing a fan shaped spray of droplets similar to that of an unlike doublet.
These fans can also travels in a direction determined by the resultant of the
momentum vectors of the incoming streams before the impingement. However there
is no mixing within this fan, since only one reactant is present in each.
Energy dissipated by the impingement atomizes the liquids. Orientation of the
initial fans for the secondary impingement and overlapping of these sprays
mixes the two propellants. Again this efficient mixing is related to the
arrangement of fuel doublet adjacent to the oxidizer doublet.
1. Studies have shown that mass and mixture ratio
distributions are the functions of element size, spacing between fuel and
oxidizer fans, fan inclination or cant angle.
2. Spray drop size is the function of orifice size,
injection velocity, impingement angle and impingement distance.
3. These injector elements were used in large Lox/RP1
injectors for F1 rocket engine used in Saturn v rocket, Atlas 1st
stage booster and sustainer and first stage of Titan 1 engines.
Table 1.
Advantages
|
Disadvantages
|
Rockets Using these elements
|
Easy to manifold
|
Requires increased axial distance to mix fuel and oxidizer
|
Gemini LV first stage,
|
Well understood
|
Sensitive to design tolerances
|
Titan 1 and 2- first stages
|
Proven dependability
|
|
Redstone, Jupiter, Thor.
|
Good mixing
|
|
Atlas boosters
|
Very stable element
|
|
H1, F1 engines
|
Not subjected to
blow apart
|
|
Uppers Stage VEGA
|
1.4
UNLIKE
IMPINGING
Unlike impingement doublet is the commonly used element for storable
propellant engines. Consist of single fuel and oxidizer streams separated at an
angle impinging at a prescribed distance. Commonly used angle is 60° and 45°.
They accomplish atomization and mixing by direct impingement of fuel and
oxidizer jets. This impingement provides direct mechanical mixing by
dissipative exchange of momentum. Virtually all mixing and atomization happens
near the vicinity of the impingement point. Since all mixing happens near the
impingement point, ignition and chemical reactions occur near the injector face
and there by results in a high heat flux near injector face.
Table 2.
Advantages
|
Disadvantages
|
Rockets using these elements
|
Proven dependability
|
Subject to blow apart with hypergolic propellants
|
Used in reaction control engines of Apollo LEM ascent engines
|
Good overall mixing
|
Wall compatibility problems due to
|
|
Simple to manifold
|
Sensitive’s to design tolerances
|
|
Extensively studied
|
Performance sensitive to continuous throttling
|
|
1.5
TRIPLET
Different injector elements |
The mismatch in stream size and momentum between the oxidizer and fuel in
unlike elements will force the spray away from the desired axial direction and
distort the fan, resulting in poor mixing. This problem may be avoided unlike
triplet elements. They consists of two outer jets impinging on a centrally
located axial jet. A typical spray pattern will be narrower than an equivalent
doublet, and the mass more concentrated as a result. Unlike –triplet injectors
have demonstrated high levels of mixing and resultant combustion efficiency,
but also tend to be sensitive to stability problems.
1.6
NON
IMPINGING
In these types of injector elements mixing and atomization are controlled
by shearing of liquid by gas. The most common type is the coaxial
configuration, characterizes the SSME injector and other oxygen/hydrogen
engines. The coaxial, or concentric, injection element usually has a slow
moving central stream of liquid oxidizer surrounded by a high velocity
concentric sheet of gaseous fuel. It has a well-earned reputation as
high-performance, stable injection element for gaseous fuel and liquid
oxidizer. The liquid oxidizer is deliberately injected at lower velocities,
with the usual injection pressure drop accomplished by an upstream metering
orifice in each element, and diffused to a reduced velocity in the tubular LOX
post. On the other hand, the fuel injection pressure is turned into high
injection velocity in the annular gap around the LOX post.
Mixing, atomization
of the liquid, and mass distributions are provided by the shearing action of
the high velocity gaseous fuel on the surface of the liquid. The coaxial
element is less well suited to liquid fuels, or even very dense gaseous fuels,
since the velocity relationships required to make it work well are difficulty
to obtain.
One of the other notable element is shower head type. It is one of the
first injector used on a production rocket. It was used in German V2 rocket and
X-15 engine.
INJECTORS IN ROCKET ENGINES
Injector as the name implies, injects the propellants into combustion
chamber in the right proportions and right conditions to yield an efficient and
stable combustion process. It also performs the structural task of closing of
the top of the combustion chamber against the high pressure and temperature it
contains. An injector has been compared to carburetor of an automobile engine.
However, the injector, located directly over the high pressure combustion
chamber performs many other functions related to the combustion and cooling
process and is much more important to the function of the rocket engine than
the carburetor is for automobile engine.
No other component of a rocket engine has as great impact upon engine
performance as the injector. The measure of delivered performance (specific
impulse) is the number of pounds of thrust provided per pound of propellant
consumed per second. Each percentage point loss in combustion efficiency means
a loss of same magnitude in overall Is Propulsive efficiency.
High levels of combustion efficiency derive from uniform distribution of
desired mixture ratio and fine atomization of liquid propellants. Local mixing
within the injection-element spray pattern mixing within the injection-element
spray pattern must take place at virtually a microscopic level to ensure
combustion efficiencies approaching 100%.
Combustion stability is also very important requirement for satisfactory
injector design. High performance can be secondary if the injector is easily
triggered into destructive instability. At times, it may be seen that the
design requirements for stability are counter to those for performance, since
many of the high performance appear also to reduce the stability margin. Stable
operation will depend in good part on the injector element selected and
provision for damping any oscillatory phenomena. All systems that releases
large amounts of energy have the potential for destructive oscillations,
particularly if there is regenerative feedback (gain) between the combustion
phenomena and the rate of energy release. This is true of the combustion
process, because the temperature and pressure variations can directly impact
the rates of vaporization and reaction. Stable operation can be achieved by
either damping or detuning these processes.
Mass distribution is another important design parameter for successful
injector/combustor interaction, can be difficult to achieve truly uniform
fashion across the injector face. Good injector design includes a computation
of the effective mass distribution and an assessment of design accuracy in this
regard.
Mixture ratio distribution also plays an important part from the stand
point of both performance and chamber compatibility. With combustion chambers
made of metals (copper, nickel, steel) that are fuels, it is important to avoid
the scrubbing of chamber walls by high temperature oxidizing streams. Most
injector patters are designed to avoid this possibility and generally provide
an excess of fuels to the above mentioned areas.
Pintle Injector
This is the magical rocket Injector used in rocket engines used to land 12 Apollo Astronauts on Moon.
A pintle
injector is a variable area injector consists of a movable pintle, an annular
nozzle and the central pintle nozzle. Propellants from the center and annular nozzles collide near the pintle
tip. These collisions creates the mixing of fuel and oxidizer. The angle
between the pintle base and the conical surface is called Pintle angle and it
has significant impact on atomization of propellants.
Origin of pintle injector hails to some laboratory apparatus used to study
the propellant mixing in NASA JPL in the mid 1950’s. A company named TRW (now
part of Northrop Grumman) developed one injector in 1960, later in 1972 the
design patent was publically released. Whenever a pintle injector related
discussion takes place, TRW, is one of the first names mentioned. They deserve
this recognition not only for the pioneer work started in the 60’s, that
eventually led to a patent, but also because they have employed pintle injectors
on hundreds of engines, ranging from a 10-Newton thruster up to the
experimental 3-mega-Newton Low Cost Pintle Engine (LCPE). Till 2000 they have
developed over 60 different pintle injectors and 130 engines were flown
successfully.
Spray from Face Shut off type pintle injector. |
Either fuel centered or oxidizer centered
approaches can be used in design. In oxidizer centered approach, there is a
moving pintle at the center that controls the oxidizer and an annular gap on
the outside of the inner body that controls the fuel.
Schematic of a Face Shutoff type Pintle injector. |
Advantages
|
Disadvantages
|
Rockets using these injectors
|
Throttle able
|
Wall compatibility problems
|
LEM decent engine, SpaceX Merlin engine,BE-3 engine, Grasshopper engine,Kesterl Engine of Falcon 9 second stage.
|
Proven dependability
|
No correlations for level of mixing and spray size.
|
|
Simple structure and easy to manufacture
|
||
Large thrust per
element
|
||
Good Combustion stability
|
||
Wider spray angles enables single injection element instead of multiple elements and subsequent weight reduction.
|
When developing a throttleable rocket engine, variable area injector is
known as a suitable choice because it is difficult to control thrust using a
fixed shape injector with high-efficiency. These ability to throttle the thrust
is essential when trying to reuse the first stage of the rocket engine
otherwise allowed to burn in the atmosphere after the desired use.
However, variable area injectors, especially a pintle injector, have
recently attracted attention as next-generation injectors because of their associated
benefits with respect to relatively newer engines. The pintle injector has a
lot of attractive features such as the simple structure, throttling capability
and combustion stability. Due to the throttling capability and combustion
stability, the pintle injector has been used for a propellant injection system
of a rocket engine which is required to operate under wide thrust range, and throttling capability is required..
Pintle injector has wide spray angles, only one injector can cover the
overall combustion chamber. It means that a heavy injector plate with many
injector elements could be alternated to one unit of the pintle injector. It saves weight, there by improving the thrust to weight ratio of the engine.
Pintle Injector Cold flow Testing for SpaceX's Raptor engine. |
Researchers demonstrate a pintle injector in a Grasshopper and Merlin of
the Space X company and prove that the pintle injector has the potential to
become the most preferred injector in the future. Numerous research groups have
attempted to develop a pintle-injector engine, including Purdue University
and the National Defense Scientific and Technical University in China.
Flame from a Slit type Pintle injector. |
There were no combustion instability noted,even after scaling down thrust
in scaling over a range of 50,000:1 in thrust and 250:1 in chamber pressure and
25 different propellant combinations. You can clearly see the two swirling zones on the left and right side of flame. This facilitates mixing and combustion stability.
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