In modern vehicles mostly the nozzle used is de Laval nozzle. The major drawback using the the CD nozzle is it is failed to provide same efficiency under varying condition of the flight.
Solution for this is using altitude compensating nozzle, i.e., using Aerospike nozzle. The Aerospike nozzle provide same efficiency throughout the flight under varying ambient conditions, so this makes possible to use SSTO (single stage to orbit vehicle) having a single Aerospike nozzle with potential of being completely reusable.
The document discusses the aerospike engine, which maintains aerodynamic efficiency across altitudes unlike conventional bell nozzles. It works by directing exhaust radially inward toward the nozzle axis, compensating for changes in ambient pressure. Aerospike engines offer benefits like reduced size and fuel consumption compared to bell engines. Recent organizations have been developing aerospike technology further for applications like small satellite launch vehicles.
Este documento presenta el trabajo de fin de grado de Ignacio Díaz de Argandoña Delgado de Molina sobre la caracterización del flujo en la tobera aerospike lineal del motor cohete XRS-2200 mediante técnicas de fluidodinámica computacional. Se estudia el comportamiento de la tobera aerospike en diferentes condiciones de vuelo y geometrías, así como los efectos de la introducción de un flujo secundario y una geometría variable. El análisis se realiza usando el software ANSYS Fluent para resolver las ecu
The document discusses the aircraft powerplant system, including the engine and propeller. It describes how the engine converts fuel energy into mechanical energy through the combustion process to power the propeller and propel the airplane. It then provides details on different types of reciprocating engines and their components. The document discusses the combustion process, propeller design and function, carburetor systems, ignition systems, fuel systems, and engine cooling systems that all work together to power the aircraft.
This document presents a paper on aircraft hydraulic systems. It describes the basic components and operation of hydraulic systems used in aircraft, including hydraulic pumps, valves, actuators, and other components. It provides examples of typical hydraulic systems for Boeing and Airbus aircraft. It then discusses various parameters of aircraft hydraulic systems such as hydraulic fluid, pressure, temperature, and flow rate. Finally, it outlines the testing process for aircraft hydraulic systems.
The document discusses several aerodynamic concepts related to lift, including:
1. Lift depends on dynamic pressure, coefficient of lift, and wing area. It is generated by differences in pressure between the upper and lower wing surfaces.
2. At higher altitudes, true airspeed must increase to compensate for lower air density in order to maintain the same lift.
3. Wingtip vortices form due to pressure differences across the wing and induce downwash, reducing effective angle of attack and causing induced drag. They can be hazardous to following aircraft.
4. Ground effect reduces drag and increases lift when an aircraft is within one wingspan of the ground due to inhibition of wingtip vort
This document provides an overview of rocket nozzle design and operation. It discusses the basics of converging and converging-diverging nozzle flow. The primary nozzle types - cone, bell, and annular - are described. Details are given on over-expanded, ideally expanded, and under-expanded exhaust plume conditions depending on the ambient pressure. Examples like the Space Shuttle Main Engine nozzle are used to illustrate concepts. The document concludes with discussions on conical nozzle sizing and bell nozzle advantages over conical designs.
This document provides an overview of gas turbine engines and their components. It discusses the fundamentals of gas turbine engines including the Brayton cycle and basic components like compressors, combustion chambers, and nozzles. Regarding compressors, it describes the advantages and disadvantages of radial/centrifugal and axial flow compressors. For combustion chambers, it discusses different chamber types (can, can-annular, annular) and factors affecting combustor design like temperature, stability, and pollution control. It also provides information on supersonic combustion challenges. Finally, it provides an introduction to nozzles and their objectives in jet propulsion.
Hydraulics is the study of pressurized liquids in mechanical systems. It involves transmitting force from one area to another using an incompressible fluid like oil. Pascal's law states that pressure exerted anywhere in a confined fluid is transmitted equally throughout. A basic hydraulic system includes a reservoir, pump, actuator, and directional control valve. The pump converts mechanical energy to hydraulic energy by pressurizing the fluid. This pressure is then used by actuators like cylinders and motors to do physical work. Filters are used to keep the fluid clean for long component life. Common applications include aircraft landing gears, fuel systems, and flight control surfaces.
The document discusses the aerospike engine, which maintains aerodynamic efficiency across altitudes unlike conventional bell nozzles. It works by directing exhaust radially inward toward the nozzle axis, compensating for changes in ambient pressure. Aerospike engines offer benefits like reduced size and fuel consumption compared to bell engines. Recent organizations have been developing aerospike technology further for applications like small satellite launch vehicles.
Este documento presenta el trabajo de fin de grado de Ignacio Díaz de Argandoña Delgado de Molina sobre la caracterización del flujo en la tobera aerospike lineal del motor cohete XRS-2200 mediante técnicas de fluidodinámica computacional. Se estudia el comportamiento de la tobera aerospike en diferentes condiciones de vuelo y geometrías, así como los efectos de la introducción de un flujo secundario y una geometría variable. El análisis se realiza usando el software ANSYS Fluent para resolver las ecu
The document discusses the aircraft powerplant system, including the engine and propeller. It describes how the engine converts fuel energy into mechanical energy through the combustion process to power the propeller and propel the airplane. It then provides details on different types of reciprocating engines and their components. The document discusses the combustion process, propeller design and function, carburetor systems, ignition systems, fuel systems, and engine cooling systems that all work together to power the aircraft.
This document presents a paper on aircraft hydraulic systems. It describes the basic components and operation of hydraulic systems used in aircraft, including hydraulic pumps, valves, actuators, and other components. It provides examples of typical hydraulic systems for Boeing and Airbus aircraft. It then discusses various parameters of aircraft hydraulic systems such as hydraulic fluid, pressure, temperature, and flow rate. Finally, it outlines the testing process for aircraft hydraulic systems.
The document discusses several aerodynamic concepts related to lift, including:
1. Lift depends on dynamic pressure, coefficient of lift, and wing area. It is generated by differences in pressure between the upper and lower wing surfaces.
2. At higher altitudes, true airspeed must increase to compensate for lower air density in order to maintain the same lift.
3. Wingtip vortices form due to pressure differences across the wing and induce downwash, reducing effective angle of attack and causing induced drag. They can be hazardous to following aircraft.
4. Ground effect reduces drag and increases lift when an aircraft is within one wingspan of the ground due to inhibition of wingtip vort
This document provides an overview of rocket nozzle design and operation. It discusses the basics of converging and converging-diverging nozzle flow. The primary nozzle types - cone, bell, and annular - are described. Details are given on over-expanded, ideally expanded, and under-expanded exhaust plume conditions depending on the ambient pressure. Examples like the Space Shuttle Main Engine nozzle are used to illustrate concepts. The document concludes with discussions on conical nozzle sizing and bell nozzle advantages over conical designs.
This document provides an overview of gas turbine engines and their components. It discusses the fundamentals of gas turbine engines including the Brayton cycle and basic components like compressors, combustion chambers, and nozzles. Regarding compressors, it describes the advantages and disadvantages of radial/centrifugal and axial flow compressors. For combustion chambers, it discusses different chamber types (can, can-annular, annular) and factors affecting combustor design like temperature, stability, and pollution control. It also provides information on supersonic combustion challenges. Finally, it provides an introduction to nozzles and their objectives in jet propulsion.
Hydraulics is the study of pressurized liquids in mechanical systems. It involves transmitting force from one area to another using an incompressible fluid like oil. Pascal's law states that pressure exerted anywhere in a confined fluid is transmitted equally throughout. A basic hydraulic system includes a reservoir, pump, actuator, and directional control valve. The pump converts mechanical energy to hydraulic energy by pressurizing the fluid. This pressure is then used by actuators like cylinders and motors to do physical work. Filters are used to keep the fluid clean for long component life. Common applications include aircraft landing gears, fuel systems, and flight control surfaces.
This document discusses the basics of aerodynamics and the four main forces of flight - lift, weight, thrust, and drag. It explains how lift is generated by the airflow around an airfoil based on Bernoulli's principle. It also discusses factors like angle of attack, stalls, and the primary flight controls of ailerons, elevators, and rudder that allow pilots to maneuver aircraft by changing lift. Additionally, it covers the different types of drag forces and wake turbulence created by wingtip vortices. Secondary flight controls like flaps and trim are also summarized.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
Morphing of Aircraft Wings
This document discusses morphing technology for aircraft wings. Morphing allows wings to change shape to better match flight conditions. It can improve performance, efficiency, and adaptability. Wing morphing technologies include folding, sweeping, extending wings, and changing camber. This allows control of wing area, aspect ratio, and sweep angle. Shape memory alloys are used for actuation components. Advantages of morphing wings include improved performance, control, stealth, reduced drag and weight. Challenges remain in developing morphing wing technologies that can withstand flight conditions.
This document provides an overview of aeroelasticity, including its history, classifications, and precautions. It discusses how aeroelasticity studies the interaction between inertial, structural and aerodynamic forces. The document outlines the necessity of studying aeroelasticity effects for rotor design, wind energy, and to understand catastrophic failures. It then describes different types of static and dynamic aeroelasticity like divergence, control reversal, flutter, buffeting, and transonic phenomena. Precautions like testing and analysis are discussed.
This document discusses different methods of thrust augmentation in gas turbine engines, including water injection and afterburning. Water injection works by increasing the weight of air flowing through the engine, boosting thrust by 10-30%. Afterburning periodically increases thrust by burning additional fuel in the engine exhaust, similar to a ramjet, and requires components like fuel pumps, nozzles, and a variable exhaust nozzle. The document provides details on the construction and ignition systems used for afterburners.
The document summarizes the basic control systems of an aircraft, including primary, secondary, and auxiliary flight controls. Primary controls include elevators, ailerons, and rudders which control pitch, roll, and yaw respectively. Secondary controls include trim tabs which help balance aircraft forces. Auxiliary controls include flaps, slats, spoilers and other high lift devices which aid in takeoff and landing. The document describes the purpose and function of each control surface and system.
This document provides definitions and explanations of various aerodynamic concepts and principles. It covers topics such as air flow, pressure, density, airspeed measurements, laminar and turbulent flow, aerodynamic forces including lift and drag, angle of attack, wing profiles, chord line, thickness, camber, aspect ratio, and more. The document uses diagrams and equations to illustrate key ideas from aerodynamics.
Pneumatic systems use compressed air to transmit and control energy. They are commonly used to control things like train doors and production lines. The document discusses the main components of pneumatic systems including compressors, filters, regulators, cylinders, valves and more. It covers the advantages like durability, safety and adaptability to harsh environments, as well as disadvantages like lower accuracy and load capacity compared to other systems. Pneumatic components work together to produce, transport, and use compressed air to generate motion or other effects.
Turbojets are jet engines that work by compressing air from intake, mixing it with fuel and igniting it in a combustion chamber. The hot gases produced are used to power a turbine which drives the compressor. The expanded gases are then ejected through a nozzle to produce thrust. Key components include axial or centrifugal compressors, combustion chambers, turbines and exhaust nozzles. Turbojets were used in early jet aircraft and provide high power-to-weight ratio but have high fuel consumption. Modern applications include Concorde which used turbojets due to their properties at supersonic speeds.
The turbofan engine is a propulsive mechanism to combine the high thrust of a turbojet with the high efficiency of a propeller. Basically, a turbojet engine forms the core of the turbofan; the core contains the diffuser, compressor, burner, turbine, and nozzle. However, in the
turbofan engine, the turbine drives not only the compressor, but also a large fan external to the core. The fan itself is contained in a shroud that is wrapped around the core.
The Trent 1000 engine is a three-shaft turbofan engine used on the Boeing 787 Dreamliner. It has low pressure, intermediate pressure, and high pressure compressors driven by separate turbines through coaxial shafts. The three-shaft design allows for improved engine efficiency and operability compared to earlier two-shaft designs. Key features include a hollow titanium fan blade and an intermediate pressure power take-off that reduces fuel burn and noise.
This document provides an introduction to aircraft propulsion. It discusses the two main types of aircraft engines - piston engines and gas turbine engines. Piston engines operate on the Otto cycle, using a rotating crankshaft to power a propeller. Gas turbine engines operate on the Brayton cycle, using combustion gases to power a turbine which drives the compressor. Both engine types work by sucking in air, compressing it, adding fuel for combustion, and expelling the exhaust gases. The document outlines the key components and operating principles of each type of engine.
- The document is a seminar paper on aircraft drag reduction techniques presented by Dhanashree M. Waghmare and guided by Prof. V. A. Yevalikar. It includes sections on literature review, aims and objectives, introduction to basic aerodynamic principles, aircraft wing terminology, forces on aircraft, types of drag, factors affecting drag, and methods to reduce drag. The paper discusses drag reduction techniques like increasing wing aspect ratio, wing tip devices, vortex generators, and laminar flow control. It concludes with future areas of research like friction drag reduction at supersonic speeds and circulation control using auxiliary power.
Avionics Unit V Study Material
Air data quantities – Altitude, Air speed, Vertical speed, Mach Number, Total air temperature, Mach warning, Altitude warning – Auto pilot – Basic principles, Longitudinal and lateral auto pilot.
The document provides an overview of the IAE V2500 engine, including its mechanical arrangement and key components. The V2500 is a twin-spool, high-bypass turbofan engine produced through an international partnership. It powers several Airbus and Boeing aircraft models. The engine incorporates technologies like FADEC control and features a fan, booster, high-pressure compressor, combustor, high-pressure turbine, low-pressure turbine, and other systems. It utilizes bleed air and has digital electronic controls.
about scramjets, its components, function, its advantages and advantages, its applications with many references by reshmi.r , dinesh kumar and sandeep.
There are several types of drag that oppose the forward motion of an aircraft:
1) Form drag is caused by the shape of the aircraft and separation of air flowing over it. Skin friction drag results from air particles contacting the aircraft surface.
2) Induced drag is caused by lift and increases with angle of attack. It varies inversely with airspeed.
3) Parasitic drag includes form and skin friction drag and increases with airspeed. Wave drag occurs above the speed of sound due to shock waves.
4) Induced drag dominates at low speeds while parasitic drag increases rapidly at high speeds. Total drag equals parasitic plus induced drag. Drag decreases with reduced air density at higher altitudes.
This document provides an overview of centrifugal compressors. It begins with introductions to potential and kinetic energy as they relate to compression. It then discusses dynamic compressors like centrifugal and axial compressors. The document outlines the major parts of compressors like casings, impellers, diffusers, and seals. It also describes the cooling, lubrication, and safety systems that support compressor operation. Finally, it discusses operating characteristics, configurations like series and parallel, and performance features of compressors.
This document provides information on basic aerodynamic principles including:
- The four main forces acting on an aeroplane in level flight are lift, weight, thrust, and drag. Lift opposes weight and thrust opposes drag to maintain equilibrium.
- Lift depends on factors like airspeed, air density, wing shape, angle of attack. It can be calculated using a formula involving coefficient of lift.
- Thrust directly opposes drag. Power is the rate of doing work and is the product of thrust and true airspeed.
- Drag has two main components - induced drag from wingtip vortices and profile (parasite) drag from friction and interference. Total drag is the sum
A propelling nozzle is used to constrict and accelerate exhaust gases from a jet engine to form an exhaust jet for propulsion. Propelling nozzles can be subsonic, sonic, or supersonic, and either convergent (narrowing) or convergent-divergent (narrowing then widening) in shape. Convergent-divergent nozzles allow exhaust gases to reach supersonic speeds within the nozzle for increased efficiency. Nozzles can also have fixed or variable geometry to optimize thrust and efficiency over different operating conditions.
1. Nozzles are devices that manipulate fluid flow characteristics by changing the velocity and properties of the fluid passing through them. They are commonly used in applications like spray painting and rocket propulsion.
2. Rocket nozzles specifically use the convergent-divergent design, first developed by Gustav De Laval, to accelerate combustion gases and generate thrust. Computational fluid dynamics (CFD) is now widely used to simulate nozzle flows and improve designs.
3. This study uses a Method of Characteristics approach and CFD to design and analyze convergent-divergent rocket nozzles operating at different altitudes, from sea level up to 40km. Validation tests including pressure measurements and Schlieren photography
This document discusses the basics of aerodynamics and the four main forces of flight - lift, weight, thrust, and drag. It explains how lift is generated by the airflow around an airfoil based on Bernoulli's principle. It also discusses factors like angle of attack, stalls, and the primary flight controls of ailerons, elevators, and rudder that allow pilots to maneuver aircraft by changing lift. Additionally, it covers the different types of drag forces and wake turbulence created by wingtip vortices. Secondary flight controls like flaps and trim are also summarized.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
Morphing of Aircraft Wings
This document discusses morphing technology for aircraft wings. Morphing allows wings to change shape to better match flight conditions. It can improve performance, efficiency, and adaptability. Wing morphing technologies include folding, sweeping, extending wings, and changing camber. This allows control of wing area, aspect ratio, and sweep angle. Shape memory alloys are used for actuation components. Advantages of morphing wings include improved performance, control, stealth, reduced drag and weight. Challenges remain in developing morphing wing technologies that can withstand flight conditions.
This document provides an overview of aeroelasticity, including its history, classifications, and precautions. It discusses how aeroelasticity studies the interaction between inertial, structural and aerodynamic forces. The document outlines the necessity of studying aeroelasticity effects for rotor design, wind energy, and to understand catastrophic failures. It then describes different types of static and dynamic aeroelasticity like divergence, control reversal, flutter, buffeting, and transonic phenomena. Precautions like testing and analysis are discussed.
This document discusses different methods of thrust augmentation in gas turbine engines, including water injection and afterburning. Water injection works by increasing the weight of air flowing through the engine, boosting thrust by 10-30%. Afterburning periodically increases thrust by burning additional fuel in the engine exhaust, similar to a ramjet, and requires components like fuel pumps, nozzles, and a variable exhaust nozzle. The document provides details on the construction and ignition systems used for afterburners.
The document summarizes the basic control systems of an aircraft, including primary, secondary, and auxiliary flight controls. Primary controls include elevators, ailerons, and rudders which control pitch, roll, and yaw respectively. Secondary controls include trim tabs which help balance aircraft forces. Auxiliary controls include flaps, slats, spoilers and other high lift devices which aid in takeoff and landing. The document describes the purpose and function of each control surface and system.
This document provides definitions and explanations of various aerodynamic concepts and principles. It covers topics such as air flow, pressure, density, airspeed measurements, laminar and turbulent flow, aerodynamic forces including lift and drag, angle of attack, wing profiles, chord line, thickness, camber, aspect ratio, and more. The document uses diagrams and equations to illustrate key ideas from aerodynamics.
Pneumatic systems use compressed air to transmit and control energy. They are commonly used to control things like train doors and production lines. The document discusses the main components of pneumatic systems including compressors, filters, regulators, cylinders, valves and more. It covers the advantages like durability, safety and adaptability to harsh environments, as well as disadvantages like lower accuracy and load capacity compared to other systems. Pneumatic components work together to produce, transport, and use compressed air to generate motion or other effects.
Turbojets are jet engines that work by compressing air from intake, mixing it with fuel and igniting it in a combustion chamber. The hot gases produced are used to power a turbine which drives the compressor. The expanded gases are then ejected through a nozzle to produce thrust. Key components include axial or centrifugal compressors, combustion chambers, turbines and exhaust nozzles. Turbojets were used in early jet aircraft and provide high power-to-weight ratio but have high fuel consumption. Modern applications include Concorde which used turbojets due to their properties at supersonic speeds.
The turbofan engine is a propulsive mechanism to combine the high thrust of a turbojet with the high efficiency of a propeller. Basically, a turbojet engine forms the core of the turbofan; the core contains the diffuser, compressor, burner, turbine, and nozzle. However, in the
turbofan engine, the turbine drives not only the compressor, but also a large fan external to the core. The fan itself is contained in a shroud that is wrapped around the core.
The Trent 1000 engine is a three-shaft turbofan engine used on the Boeing 787 Dreamliner. It has low pressure, intermediate pressure, and high pressure compressors driven by separate turbines through coaxial shafts. The three-shaft design allows for improved engine efficiency and operability compared to earlier two-shaft designs. Key features include a hollow titanium fan blade and an intermediate pressure power take-off that reduces fuel burn and noise.
This document provides an introduction to aircraft propulsion. It discusses the two main types of aircraft engines - piston engines and gas turbine engines. Piston engines operate on the Otto cycle, using a rotating crankshaft to power a propeller. Gas turbine engines operate on the Brayton cycle, using combustion gases to power a turbine which drives the compressor. Both engine types work by sucking in air, compressing it, adding fuel for combustion, and expelling the exhaust gases. The document outlines the key components and operating principles of each type of engine.
- The document is a seminar paper on aircraft drag reduction techniques presented by Dhanashree M. Waghmare and guided by Prof. V. A. Yevalikar. It includes sections on literature review, aims and objectives, introduction to basic aerodynamic principles, aircraft wing terminology, forces on aircraft, types of drag, factors affecting drag, and methods to reduce drag. The paper discusses drag reduction techniques like increasing wing aspect ratio, wing tip devices, vortex generators, and laminar flow control. It concludes with future areas of research like friction drag reduction at supersonic speeds and circulation control using auxiliary power.
Avionics Unit V Study Material
Air data quantities – Altitude, Air speed, Vertical speed, Mach Number, Total air temperature, Mach warning, Altitude warning – Auto pilot – Basic principles, Longitudinal and lateral auto pilot.
The document provides an overview of the IAE V2500 engine, including its mechanical arrangement and key components. The V2500 is a twin-spool, high-bypass turbofan engine produced through an international partnership. It powers several Airbus and Boeing aircraft models. The engine incorporates technologies like FADEC control and features a fan, booster, high-pressure compressor, combustor, high-pressure turbine, low-pressure turbine, and other systems. It utilizes bleed air and has digital electronic controls.
about scramjets, its components, function, its advantages and advantages, its applications with many references by reshmi.r , dinesh kumar and sandeep.
There are several types of drag that oppose the forward motion of an aircraft:
1) Form drag is caused by the shape of the aircraft and separation of air flowing over it. Skin friction drag results from air particles contacting the aircraft surface.
2) Induced drag is caused by lift and increases with angle of attack. It varies inversely with airspeed.
3) Parasitic drag includes form and skin friction drag and increases with airspeed. Wave drag occurs above the speed of sound due to shock waves.
4) Induced drag dominates at low speeds while parasitic drag increases rapidly at high speeds. Total drag equals parasitic plus induced drag. Drag decreases with reduced air density at higher altitudes.
This document provides an overview of centrifugal compressors. It begins with introductions to potential and kinetic energy as they relate to compression. It then discusses dynamic compressors like centrifugal and axial compressors. The document outlines the major parts of compressors like casings, impellers, diffusers, and seals. It also describes the cooling, lubrication, and safety systems that support compressor operation. Finally, it discusses operating characteristics, configurations like series and parallel, and performance features of compressors.
This document provides information on basic aerodynamic principles including:
- The four main forces acting on an aeroplane in level flight are lift, weight, thrust, and drag. Lift opposes weight and thrust opposes drag to maintain equilibrium.
- Lift depends on factors like airspeed, air density, wing shape, angle of attack. It can be calculated using a formula involving coefficient of lift.
- Thrust directly opposes drag. Power is the rate of doing work and is the product of thrust and true airspeed.
- Drag has two main components - induced drag from wingtip vortices and profile (parasite) drag from friction and interference. Total drag is the sum
A propelling nozzle is used to constrict and accelerate exhaust gases from a jet engine to form an exhaust jet for propulsion. Propelling nozzles can be subsonic, sonic, or supersonic, and either convergent (narrowing) or convergent-divergent (narrowing then widening) in shape. Convergent-divergent nozzles allow exhaust gases to reach supersonic speeds within the nozzle for increased efficiency. Nozzles can also have fixed or variable geometry to optimize thrust and efficiency over different operating conditions.
1. Nozzles are devices that manipulate fluid flow characteristics by changing the velocity and properties of the fluid passing through them. They are commonly used in applications like spray painting and rocket propulsion.
2. Rocket nozzles specifically use the convergent-divergent design, first developed by Gustav De Laval, to accelerate combustion gases and generate thrust. Computational fluid dynamics (CFD) is now widely used to simulate nozzle flows and improve designs.
3. This study uses a Method of Characteristics approach and CFD to design and analyze convergent-divergent rocket nozzles operating at different altitudes, from sea level up to 40km. Validation tests including pressure measurements and Schlieren photography
The document summarizes different air intake configurations used in aircraft. It discusses the need for air intakes to properly control and condition airflow entering the engines. Various subsonic and supersonic intake designs are described, along with their operation and characteristics. Specific examples like the F-16 and F-14 intakes are analyzed in detail. The key requirements of intake design include providing uniform, high-quality airflow to the engines while minimizing losses and drag.
International Journal of Engineering and Science Invention (IJESI) is an international journal intended for professionals and researchers in all fields of computer science and electronics. IJESI publishes research articles and reviews within the whole field Engineering Science and Technology, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online.
IRJET-Second Throat Diffuser System at Different Back Pressure for High Altit...IRJET Journal
This document discusses the design and analysis of a second throat diffuser system for testing rocket engines at high altitude conditions. Key points:
1) A second throat diffuser was optimized with a 1m straight section, 1.2m throat diameter, and 12m throat length to provide stable flow and suitable pressure recovery for high altitude testing.
2) Numerical simulations were performed to analyze the diffuser's performance at different back pressures, identifying that below 200mbar the nozzle and diffuser flows would be stable and expansion results good.
3) Experimental testing of the second throat diffuser design in a high altitude test facility verified the recovered pressure, confirming the nozzle and diffuser designs were suitable for high altitude simulation
Second Throat Diffuser System at Different Back Pressure for High Altitude TestIRJET Journal
The document discusses the design and testing of a second throat diffuser system for use in a high altitude test facility. The diffuser is designed to recover pressure from rocket engine exhaust and maintain a stable low pressure environment to accurately simulate high altitude conditions on the ground. Various diffuser designs are analyzed through simulations to optimize dimensions for stable flow and suitable pressure recovery. Testing of the optimized design in a high altitude test model facility confirms it recovers pressure as predicted and provides an accurate expansion for testing high area ratio rocket nozzles. Key parameters investigated include diffuser dimensions, back pressure levels, and effects of varying rocket motor designs on the critical back pressure that can be sustained by the diffuser.
This is a presentation that contains detailed information about hypersonic vehicle or hyperplanes travelling at speeds upto 6 times the speed of sound. It also contains information about some hyperplanes like nasa x43, avatar hyperplane. This presentation also deals with the selection of suitable design for hyperplanes.
1. An innovation in hydraulic turbine design is presented involving an assembly of conical wicket gates and a mixed-flow type runner with fixed blades, followed by an asymmetrical draft cone.
2. The innovation enables an extremely compact turbine design that brings significant savings in weight and reduced civil works compared to conventional Francis turbines.
3. Extensive hydraulic tests of a scale model are proposed as the next step to validate the performance of the new turbine design across a wide operating range.
Analysis of dual bell rocket nozzle using computational fluid dynamicseSAT Journals
Abstract Concept of Altitude adaptive rocket nozzles recently received greater importance and interest in the space explorations and other such applications in space and rocket technology. The operations reliability of rocket launcher and the earth to orbit rocket launch are the crucial for the space transportation in the future. The performance of the engine components such as the power plant and the thrust delivery of the engine such as nozzles are in renovation for the greater performance and applicability for complex space applications. In the recent progress of the combustion expansion system the rocket nozzles are greatly revised from both application and design perspectives. One of such development is the dual bell nozzle. The publications indicate that the research on the concept of dual bell nozzle is tardy and there is no much progress from the inception of the idea. The specific application purpose designs are tested experimentally and implemented but the large scale development can only be possible if the generalized design parameters can be suggested. In the present paper one of such nozzle is selected and studied using computational fluid dynamics (CFD) and the results are synthesized for bench marking the general approach to study the Dual Bell nozzles. The result shows the variation in the Mach number, pressure, temperature distribution and turbulence intensity. Keywords: Altitude adaptation, Dual bell nozzle, Nozzle pressure ratio, Over-expansion factor.
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Hyperloop is a proposed method of transportation that would transport people in pods or capsules traveling inside vacuum tubes at high speeds, reducing travel times significantly. The document discusses the key components of a Hyperloop system including the tube construction, capsules, compressor fans, air bearings, propulsion via linear induction motors, and air suspension. Hyperloop aims to provide faster travel that is more convenient and environmentally friendly compared to existing high-speed trains or airplanes. Some advantages mentioned are reduced travel times, no traffic issues, solar power, ability to operate in all weather, lower costs than other modes of transport, minimal disruption along the route, and resistance to earthquakes.
DESIGN AND ANALYSIS OF CONVERGENT DIVERGENT NOZZLE USING CFDNetha Jashuva
CFD is a branch of fluid mechanics that uses
numerical methods and algorithms to solve and analyze
problems that involve fluid flows. Computers are used to
perform the calculations required to simulate the interaction
of liquids and gases with surfaces defined by boundary
conditions. In this thesis, CFD analysis of flow within
Convergent-Divergent supersonic nozzle of different cross
sections rectangular, square and circular has been performed.
The analysis has been performed according to the shape of the
supersonic nozzle and keeping the same input conditions. Our
objective is to investigate the best suited nozzle which gives
high exit velocity among the different cross sections
considered. The application of these nozzles is mainly in
torpedos. The work is carried out in two stages: 1.Modeling
and analysis of flow for supersonic nozzles of different cross
sections.2.Prediction of best suited nozzle among the nozzles
considered. In this, initially modeling of the nozzles has been
done in CATIA and later on mesh generation and analysis
have been carried out in ANSYS FLUENT 14.5 and various
contours like velocity, pressure, temperature have been taken
and their variation according to different nozzles has been
studied.
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2. Nozzle used in the launch vehicles to produce a thrust. In modern vehicles
mostly the nozzle used is de Laval nozzle. The major drawback using the the
CD nozzle is it is fail to provide same efficiency under varying condition of
the flight. Modern rocket usually uses 2 stages one is sea level optimized and
another is vaccum optimized nozzle. Because of using 2 stages there will be
increase in weight as well as more operating cost. Solution for this is using
altitude compensating nozzle, i.e., using Aerospike nozzle. The Aerospike
nozzle provide same efficiency throught the flight under varying ambient
conditions so this makes possible to use SSTO ( single stage to orbit vehicle )
having a single Aerospike nozzle with potential of being completely
reusable.
02
INTRODUCTION
3. 03
A high efficient propulsion system is one of the key factors to realize an
advanced launching vehicle. Research and development of reusable
propulsion system characterized by lightweight, low cost and high
performance is the inevitable trend of future aerospace propulsion
technology.
Conventional bell nozzles are not suited for Single Stage To Orbit (SSTO)
missions on account of the fixed geometry which cannot compensate
performance at varying altitudes. The performance is reduced at low
altitudes due to overexpansion and at high altitudes due to under expansion
inturn reducing efficiency.
4. 04
The most popular altitude-compensating rocket nozzle to date is the
aerospike nozzle, the origin of which dates back to Rocket dyne in the 1950s.
This type of nozzle was designed to allow for better overall performance
than conventional nozzle designs
Aerospike nozzle is a type of nozzle with capacity of continuous altitude
compensation. Aerospike nozzle is considered to have better performance at
off- design altitudes compared with that of the conventional bell shaped
nozzle since its plume is open to the atmosphere outside and free to adjust,
allowing the engine to operate at its optimum expansion at all altitudes.
5. 05
The aerospike nozzle comes with a uniquely designed set of combustion
chambers arranged in specific manner. Many types of aerospike engines are
seen among them are the linear type, Plug type, Annular Multi-thruster etc.
XRS-2200 linear aerospike engine Multi – thruster Aerospike Nozzle
7. 07
A linear aerospike has rows of combustion chambers that all point
onto a flatter wedge shaped ramp and has at least two sides, and the
exhaust ends up meeting each other at the tip.
Plug type (figure), the central plug is surrounded annular type of
combustion chamber through which the flow is expanded through a
series of expansion waves on the spike.
The Combustion Process takes place in an enclosed chamber similarly as
that of a Conventional bell nozzle, Initially there is a converging section
where the flow is accelerated to M=1, in the throat section.
8. 08
Then it is further accelerating in the diverging section, but this is where
it varies from the bell nozzle. The bell nozzle has a continuous geometry
of wall in the diverging section to direct the flow downwards, but in case
of a aerospike nozzle plug acts as an inner wall and the length of the
outer wall is small compared to the spike.
In an aerospike nozzle the flows in directed downwards as the ambient
pressure pushes the flow on to the inner wall i.e. the aerospike where it
expands. Initially the flow has a curvature moving downwards, but it
straightens out along with the geometry of the spike.
9. 09
As the ambient pressure reduces the same process would repeat but
a greater expansion of the gases. Due to the aerospike geometry the
exhaust would be relatively straight, unlike the bell nozzle where in
this condition under expansion takes place. This property of the
nozzle to maintain a perfectly expanded exhaust with the variation
of the ambient pressure makes it an Altitude Compensating nozzle.
The idea behind aerospikes is you allow the ambient air pressure
to actually form the walls containing the flow of the exhaust so it’s
always in nearly ideal conditions at any altitude.
12. 12
Firstly, the converging diverging annular thruster section
(toroidal chamber), placed at the base of the nozzle, produce
thrust as the fuel is combusted and exhausted. Let the thrust
produced by this annular thruster be denoted by 𝐹𝑡ℎ𝑟𝑢𝑠𝑡𝑒𝑟. As
the thruster is at an angle to the normal the cosine component
(𝑐𝑜𝑠𝜃)
The Aerospike Nozzle Produces Thrust in three distinct form
13. 13
We use the bell nozzle primarily for combustion, the exhaust
gases from the nozzle lip are pressed against the centerbody of the
aerospike by the ambient. As it presses against the centerbody it
exerts a force 𝐹𝑐𝑒𝑛𝑡𝑒𝑟𝑏𝑜𝑑𝑦 onto it.
14. 14
The aerospike nozzle is so named because an "aerodynamic spike" is
created through the addition of a secondary, circulating flow aft of
the flat nozzle base. As the supersonic primary flow, consisting of
the high-pressure gases exhausted from the thrusters, expands
downstream of the base, the primary flow interacts with the
subsonic, secondary flow causing it to circulate. This low-pressure
flow then re-circulates upward to exert an additional thrust force on
the base.
15. 15
Summing up these three thrust components yields the following
relationship for the total thrust force (T) generated by an aerospike
nozzle:
17. 17
The exact nature of the exhaust flowfield behind an aerospike
nozzle is currently the subject of much research. The most notable
features of a typical aerospike nozzle flowfield are shown in more
detail below.
The primary exhaust can be seen expanding against the centerbody
and then around the corner of the base region. The interaction of this
flow with the re-circulating base bleed creates an inner shear layer.
The outer boundary of the exhaust plume is free to expand to ambient
pressure.
18. 18
Expansion waves can be seen emanating from the thruster exit
lip, and these waves reflect from the centerbody contour to the
free jet boundary. Compression waves are then reflected back
and may merge to form the envelope shock seen in the primary
exhaust.
At low altitude (high ambient pressure), the free boundary
remains close to the nozzle causing the compression waves to
reflect onto the centerbody and shear layer themselves.
19. 19
The waves impacting the centerbody increase pressure on the
surface, thereby increasing the centerbody component of thrust.
The waves impacting the shear layer, on the other hand, increase
the circulation of the base flow thereby increasing the base
component of thrust.
21. 21
As the vehicle ascends, the pressure decreases and the free boundary
expands further and further away away from the nozzle contour, as shown
above. As it does so, the compression waves also move downstream and
eventually cease to impact on the centerbody. The pressure profile on the
contour becomes constant and no longer varies with ambient pressure.
However, the secondary flow remains under the influence of ambient
pressure for a much longer period. Only at very high altitudes do the
compression waves impact downstream of the sonic line, at which point the
base pressure becomes constant. The primary exhaust is then said to have
enclosed the wake.
22. 22
COMPARING AEROSPIKE ENGINES TO BELL ENGINES
COMPARING AEROSPIKE ENGINES TO BELL ENGINES
COMPARING AEROSPIKE ENGINES TO BELL ENGINES
23. 23
The most notable and promising aerospike was an aerospike version
of the J-2 engine that powered the second and third stage of the Saturn
V. This was called the J-2T and on paper it seemed to be a nice and
compact version of the J-2 while offering even greater vacuum
efficiency than the standard J-2. Although it hit the test stand 34 times
and had some promising potential, it was shelved alongside the
Saturn V and any potential upgrade path thereof once the Space
Shuttle program began. BUT it was actually considered for use as the
space shuttle main engine, but as we know, NASA went with a closed
cycle bell nozzled engine, the RS-25.
24. Rocketdyne also took spare parts from the J-2 and the simplified J-2s
rocket engines and developed a linear aerospike engine known as
the L-1 linear test bed from 1970 to 1972 and had 44 tests with 3,113
seconds of operation.
It would be almost 30 years before the concept would be dusted off
again and looked at with any serious consideration, and this time it
was for a space shuttle replacement known as Venture Star.
VENTURE STAR WAS PROPSED BY LOCKHEED MARTIN
24
25. In order to minimize risk, Lockheed Martin began the development of
a suborbital demonstration version of the Venturestar called the X-33
which was to use a smaller testbed version of the RS-2200 called the
xRS-2200.
The Venture Star was a rocket nerds ultimate dream rocket, a single
stage to orbit or SSTO, fully reusable space plane that was to utilize
linear aerospike engines called the RS-2200, that not only made it
look like the millenium Falcon, but it also promised nearly the same
payload capability to low earth orbit as the space shuttle it was
intended to replace.
25
26. It was fully operational and had accumulated 17 tests and about
1,600 seconds of test stand operation. But because of the overly
ambitious use of super-advanced carbon composite tanks, a few
other technologies that had yet to be perfected, and some
interesting politics, Lockheed Martin may have bitten off more
than they could chew. The Venturestar program and the X-33
along with the RS-2200 and xRS-2200 linear aerospike engines
were put on the shelf in 2001.
RS-2200 KING OF ROCKET ENGINE
26
28. 27
At sea level , the high ambient pressure pushes on the exhaust gas of
a conventional rocket engine keeping it in a straight line.
But as the altitude increases the ambient pressure decreases causing
the exhaust gas to expand that actually is disadvantage because
rather than going straight down and pushing the rocket along the
exhaust goes sideways, making the rocket engine less efficient.
29. The Aerospike doesn't have that problem the air and spike
work together creating virtual nozzle, which shape changes
as altitude increases. It is adapting to keep the efficiency
high at all altitudes.
To ensure proper flow we add pumps to power the pumps we
add a turbine which itself is powered by a gas produced inside a
gas generator. After powering the turbine, the gas flows
through the holes at the base of the spike, producing some
additional thrust.
28
30. 30
Tory Bruno, the CEO of ULA who actually worked on the X-33 and
Venturestar program has to say.
WHAT THE EXPERT SAY
WHAT THE EXPERT SAY
WHAT THE EXPERT SAY
The toughest part about the design and operation of an aerospike engine is
thermal management. A traditional AS engine is conical in shape and can
really struggle with heating as the spike tapers down. The linear AS design,
together with the strategy of truncating the taper, goes a long way to
simplifying this problem, but it is still there. However, this linear AS thermal
advantages are accomplished in exchange for having to use many smaller
engines arrayed in two lines, which adds significant complexity over a single
(larger) engine conical (sometimes called “toroidal”) configuration.
31. 31
Elon Musk why he hasn’t opted to use an aerospike engine for
anything at SpaceX and here’s what he said. Elon’s biggest focus is on
combustion efficiency. It seems like he’s focusing and his engineering
team’s work on combustions efficiency over the advantage of an
altitude compensating nozzle.
The next technology issue is the management of the flow field across
and around the truncated end. We usually want to flow some gas
through the truncated surface to keep it organized and not be
disruptive of the flow along the termination of the ramps, while also
collecting a little additional thrust at higher altitudes.”
32. 32
Peter Beck, the CEO and co-founder of Rocket Lab. Not only has Peter
built aerospikes himself, but he has a great view of why a company
like Rocket Lab hasn’t pursued them.
They are attractive for all the right physics reasons but a pain
for all engineering reasons and it is kind a cancels it's out.
And the mess and complexity you end up designing into them is
too high.
33. 33
VECTOR AEROSPACE
VECTOR AEROSPACE
VECTOR AEROSPACE
But perhaps the best summary of the aerospike comes from Vector
Aerospace who worked on several aerospike engines, including one of
their first engines in April 2002 which was test fired in front of Elon
Musk and Tom Mueller of SpaceX.
The engine unfortunately only lasted 200 milliseconds before it
blew the graphite plug right off the injector face. But this wasn’t
their last attempt. They continued to pursue different aerospikes
including a 10 chamber, 1,300 lbf thrust aerospike engine which
also, unfortunately, failed on it’s 2009 flight test.
34. 34
In 2016, Vector released this statement, which I think summarizes
aerospikes perfectly “While aerospike engines can provide performance
advantages, the larger number of parts and components means that they
are usually heavier than their regular bell-nozzle counterparts in terms of
thrust-to-weight and, more importantly, require very high component
reliability.”
35. 35
COMPANIES ARE CURRENTLY WORKING ON AEROSPIKES
COMPANIES ARE CURRENTLY WORKING ON AEROSPIKES
COMPANIES ARE CURRENTLY WORKING ON AEROSPIKES
ARCA has a pretty intriguing video series called “Flight of the
Aerospike” and they are promising to make a low cost and simple
SSTO aerospike rocket.
The other company currently working on an aerospike is RocketStar
who is pursuing an aerospike, but so far their engines seem to only be
in the high powered model rocket category, although they do have
plans for a Starlord rocket which would use an aerospike.
36. 36
SMALLER NOZZLE
SMALLER NOZZLE
SMALLER NOZZLE
Aerospike Nozzles are substantially shorter than CD nozzles figure. This results
in a lot of weight savings which is essential when sending payloads, reduces
vehicle length and vehicle inert mass.
SIZE COMPARISON OF A BELL
SIZE COMPARISON OF A BELL
SIZE COMPARISON OF A BELL
AND A PLUG NOZZLE
AND A PLUG NOZZLE
AND A PLUG NOZZLE
ADVANTAGES OF AEROSPIKE NOZZLE
ADVANTAGES OF AEROSPIKE NOZZLE
ADVANTAGES OF AEROSPIKE NOZZLE
37. 37
THRUST VECTORING
THRUST VECTORING
THRUST VECTORING
Because the combustion chambers can be controlled individually, the vehicle
can be maneuvered using differential thrust vectoring. This eliminates the
need for the heavy gimbals and actuators used to vary the direction of
traditional nozzles.
AEROSPIKE THRUST VECTORING CONTROL [FROM ROCKETDYNE, 1999]
AEROSPIKE THRUST VECTORING CONTROL [FROM ROCKETDYNE, 1999]
AEROSPIKE THRUST VECTORING CONTROL [FROM ROCKETDYNE, 1999]
38. 38
The figure shows the proposed experimental SLV (Space Launch Vehicle) X-33 ,
as shown the aerospike is positioned inside the base portion of the SLV which
reduces a type of drag known as base drag.
LOWER VEHICLE DRAG
LOWER VEHICLE DRAG
LOWER VEHICLE DRAG
AEROSPIKE NOZZLES INSTALLED
AEROSPIKE NOZZLES INSTALLED
AEROSPIKE NOZZLES INSTALLED
ON X-33[ROCKETDYNE, 1999]
ON X-33[ROCKETDYNE, 1999]
ON X-33[ROCKETDYNE, 1999]
39. 39
LOWER FAILURE RISK
LOWER FAILURE RISK
LOWER FAILURE RISK
The aerospike nozzle being comparatively small uses a simple gas generator cycle having a
lower chamber pressure than a conventional CD nozzle, thus reducing the risk of a failure.
Although this also means reduction in performance which is again compensated by the high
expansion ratio.
40. 40
HEATING OF THE SPIKE
HEATING OF THE SPIKE
HEATING OF THE SPIKE
DISADVANTAGES OF AEROSPIKE NOZZLE
DISADVANTAGES OF AEROSPIKE NOZZLE
DISADVANTAGES OF AEROSPIKE NOZZLE
The working of the aerospike majorly involves the exhaust plume
being pushed against the spike, this results in the heating of the
spike, to an extent which cannot be easily cooled by the conventional
methods (passing cryogenic fuel about the geometry of the nozzle in
case of F-1 engines). Hence the aerospike needs to be truncated
which reduces its performance.
41. 41
FLIGHT EXPERIENCE
FLIGHT EXPERIENCE
FLIGHT EXPERIENCE
MANUFACTURING
MANUFACTURING
MANUFACTURING
The aerospike is more complex and difficult to manufacture than
the bell nozzle. As a result, it is more costly.
The aerospike only has achieved ground tests, and never flown on the
actual flight. This lack of flight experience is a major disadvantage, as
this design has potential.
42. 42
There’s two pretty promising ideas or technologies that might
actually help aerospikes find their place on the bottom end of an
orbital rocket. The first being 3D printing.
FUTURE AEROSPIKE PROSPECTS
FUTURE AEROSPIKE PROSPECTS
FUTURE AEROSPIKE PROSPECTS
3D printing allows for advanced designs that can help make cooling
channels and combustion chamber shapes, that would normally be
physically impossible to manufacture. There are companies like
Amaero who have built additively manufactured aerospikes out of
Hasteloy X which is a high strength nickel based superalloy.
44. 44
The other concept, that very well might work hand in hand with 3D
printing is a dual expander cycle aerospike engine and one in
particular is known as the Dual Expander Aerospike Nozzle or
DEAN.
The cool about DEAN is it takes the biggest problem of
aerospikes, which is heat, and makes use of it in the expander
cycle.
46. 46
But to date, the DEAN concept has only existed in theoretical
papers which targets an engine with 111 kN, 383s of impulse in a
vacuum and a TWR ratio of 108, which should note these
specific impulse and TWR numbers would put it on par with
the Raptor engine.