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Jet Propulsion
INTRODUCTION The principle of jet propulsion is based on the
Newton's second and third laws of motion. Momentum is imparted to a
fluid in such a way that the reaction of the imparted momentum
provides a propulsive force. This is done by expanding a high
pressure, high temperature gas through a nozzle due to which a jet
of gases with high velocity comes out into atmosphere and its
reaction in the opposite direction gives propulsive force. (Force
necessary to move a vehicle forward). Jet propulsion has got its
name because the driving force to move a vehicle comes from the
reaction of a high velocity jet of gases. For jet propulsion
systems, and open cycle gas turbine is a most suitable choice.
The working fluid is partially expanded in a gas turbine to
develop necessary power to drive the compressor and accessories and
the rest of expansion takes place in a nozzle which is placed just
after the turbine. The gases from turbine while passing through the
nozzle will be accelerated and come out in the form of a jet with
very high velocity. The reaction of this jet propels the vehicle
forward. (In the opposite direction of jet).
CLASSIFICATION OF PROPULSIVE DEVICES Basically, propulsive
devices are of two types : 1. Devices which make use of atmospheric
air as the main propulsive fluid. These are called
as Atmospheric jet engines or air breathing engines. 2. Devices
which carry their own propulsive fluid. These are known as -
Rockets or Non air
breathing engines.
The fig. 8.1 shows the complete classification of propulsive
devices.
FIGURE 8.1: TYPES OF PROPULSIVE DEVICES
Air breathing engines; take oxygen from atmospheric air for the
combustion of fuel. So, their performance depends upon the speed of
the engine and the pressure and temperature of atmospheric air.
In a rocket engine, the fuel and the oxidiser (substance which
supplies oxygen for the combustion of fuel) are contained in the
device itself. So, they don't depend upon the atmospheric air for
their operation.
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DETAILS OF AIR BREATHING ENGINES Details of various air
breathing engines are given here briefly.
PROPELLER It is an indirect reaction device. It handles
relatively large mass of air and accelerates it backward at
comparatively low speed. The reaction to the rate of change of
momentum of mass of air known as - Thrust makes the device or
vehicle to move forward. The function of engine is only to revolve
the propeller at the desired speed. The formation of shock waves
over the section of blades of propeller at high speed and the blade
slip at high altitudes are the main draw backs of the propeller
which limit its efficiency. As the thrust is not provided by
expansion of high pressure gases; this is called an indirect
reaction devices. Now a days, this is used in small air crafts
only.
TURBOJET This is the most important direct reaction device -
Device that makes use of expansion of high pressure gases to
provide necessary thrust to propel the device. It makes use of a
gas turbine plant. Infact, a turbo jet is a modified form of simple
open cycle gas turbine. After partial expansion in the turbine, (to
get enough power to drive the compressor accessories). The exhaust
from turbine which is still at a higher pressure than atmospheric
expands in a nozzle which is placed immediately after turbine and a
high velocity jet of gases comes out. Compared to propeller,
relatively small amount of air flows through the turbo jet but it
has high rearward velocity. They are very efficient at high speed
and high altitude but inefficient at low speed and low altitude.
These are widely used in air crafts.
TURBO PROP It is also known as - propjet.
It is a combination of direct and indirect reaction devices.
(Propeller and turbojet). The thrust is provided by both devices.
It also uses a gas turbine plant. Along with compressor, the
turbine drives the propeller also. It is also used in air crafts.
It has the thermal advantage of turbojet combined with the
advantages of propeller for efficient take off of air craft
especially for heavily loaded aircraft.
ATHODYD (RAM JET AND PULSE JET) These are direct reaction
devices. Athyodyds has got its name from - Aero thermodynamic
ducts. These are straight duct type of jet engines without
compressor and turbine. In these devices, the entire compression is
obtained by ram compression and hence there is no need of turbine
and compressor. These are used in pilot less air crafts,
helicopters, missiles etc.
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TURBOJET ENGINE The fig. 8.2 shows a typical turbojet
engine.
FIGURE 8.2: TURBOJET PLANT
The basic components of a turbojet engine are diffuser,
compressor, combustion chamber, turbine and jet exit nozzle.
The variation of pressure, temperature and velocity in different
components of the engine are shown in fig. 8.3.
Figure 8.3: Variation of Pressure, Temperature And Velocity In A
Turbojet.
The basic thermodynamic cycle for then turbojet engine is the
joule or Brayton cycle shown in fig. 8.4.
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FIGURE 8.4: T-S DIAGRAM OF TURBOJET The diffuser which is in the
front portion slows down the entering atmospheric air (reduces the
velocity of equal to that of the plane speed) and in doing so,
transforms part of the kinetic energy of air stream into pressure
energy (With increase in pressure, the air gets compressed). This
type of compression is called - ram compression. The process of
compression (1-2) may be assumed to be isentropic.
Now, the air is further compressed in a rotary compressor
(usually of axial flow type) and the pressure of air is raised
further. The compression in the compressor is shown by the process
2 ' - 3. Major part of pressure rise is accomplished in the
compressor which is driven by the turbine.
The compressed air then goes to the combustion chamber where
fuel is injected by a fuel pump which is also driven by the
turbine. The mixture is generally ignited by a spark and combustion
takes place. The heat addition takes place at constant pressure
(3-4) (p3 = p4). The hot gases then enter the gas turbine and
partial expansion takes place in the turbine to generate just
enough power to drive compressor and other auxiliary equipment. 4-5
shows the expansion in the turbine.
The exhaust gases from the turbine, which are at a higher
pressure than atmospheric are expanded in the nozzle, which is
located after the turbine. The nozzle converts the thermal energy
of exhaust gases into kinetic energy. As a result of this expansion
in the nozzle, a jet of gases with high, velocity comes out and the
increased velocity of air produces a thrust. The process of
expansion in the nozzle is shown by 5' - 6.
Merits and Demerits of Turbo Jet Engines : Advantages:
1. Simplicity - The construction in simpler compared to
reciprocating engines and there are no unbalanced forces of
reciprocating parts.
2. Low specific weight - compared to reciprocating engines, the
specific weight is much less. 3. High power output - much higher
power than a reciprocating engine can be developed. It
can operate on a larger range of mixture strength. 4. Much
higher speeds can be obtained. 5. No lubrication is needed.
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6. Small frontal area. 7. Compared to reciprocating engines,
weight to power ratio is higher. 8. Because of no reciprocating
parts, it is vibration free and greater reliability is thus
achieved. 9. At high speeds and at high altitudes, the efficiency
is much higher than a propeller. 10. Combustion and power output
are continuous and there are no fluctuations of pressure.
Disadvantages : A turbojet engine suffers from the following
disadvantages : 1. At low altitudes and low speeds, the fuel
consumption is more than that of a reciprocating
engine. 2. Life of unit is relatively shorter. 3. Materials are
costlier and noise is more. 4. During take off, the thrust is
low;
TURBOJET PERFORMANCE PARAMETERS 1. Thrust T: The jet engines are
compared on the basis of engine thrust. Thrust is the force
produced due to change of momentum of working fluid. Let Va =
Velocity of air craft through the air. It is also called as
velocity of
approach of air m/sec Vj - Velocity of jet relative to air craft
m/sec. ma = Mass flow of air kgs mf = Mass of fuel kgs.
Mass of fuel is very less and hence can be neglected. Assuming
expansion upto atmospheric pressure (There is no pressure thrust
and the vehicle is moving in still air), thrust of turbojet:
2. Thrust Power : T.P: It is defined as the rate at which work
must be developed by the engine if the vehicle is to be kept moving
at a constant velocity Va against friction force or drag.
Thrust power T.P = Thrust x velocity of vehicle.
Neglecting mass of fuel, T.P = ma. (Vj-Va) . Va -watts
= (VJ Va) . Va - watts/kg of air
3. Propulsive Power : P.P : It represents the energy required to
change the momentum of mass flow of air and is
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expressed as the difference between rate of kinetic energies of
entering air a exhaust gases.
Neglecting mass of fuel,
Also, P.P = Thrust power + kinetic energy loss.
4. Propulsive Efficiency : p: It is defined as the ratio of
thrust power to propulsive power. Neglecting mass of fuel,
The propulsive efficiency increases with an increase in aircraft
velocity but the thrust decreases. The propulsive efficiency
becomes 100% when Va approaches Vj. Then the thrust reduces to
zero. So, a lower value of propulsive efficiency is used to obtain
reasonable thrust.
The kinetic energy loss is the kinetic energy of jet dissipated
as the stream of jet comes to rest relative to the surroundings.
There must be a loss wherever the effective jet velocity is not
equal in magnitude to the speed of the flight through the
surroundings.
5. Thermal Efficiency : th: It is defined as the ratio of
propulsive power to heat energy supplied.
Neglecting mass of fuel,
6. Overall Efficiency : ov : ov = th x p = Thermal efficiency x
propulsive efficiency.
Also, ov = Propulsive efficiency x Turbine efficiency x nozzle
efficiency.
7. Jet Efficiency : j : It is defined as
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ANALYSIS OF BASIC CYCLE Or i O'RBO JET
Refer the fig. 10.4 Consider 1 kg of working fluid through the
system.
Diffuser : During process 1 -2, the air entering from atmosphere
is diffused isentropically from velocity V1 = Va to zero. (V2 = 0),
Process 1 - 2' is the actual process.
Between states 1 and 2; energy equation is
In and ideal diffuser, V2 = 0; Q1-2 = 0 and w1-2 = 0 h =
Enthalpy at a state points Q = Heat supplied during the process. W
= Work done during the process.
2
2V= Kinetic energy of the fluid at that state point / unit mass
of working fluid.
= 1 . C p . T
Compressor: Process 2' - 3 represents isentropic compression of
air. 2' - 3' shows actual compression process.
Between states 2 and 3, energy equaion is
Assuming that changes in potential and kinetic energies are
negligible.
Ideal work consumed by the compressor = h3' - h2
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= Cp(T3 -T2) Actual work consumed by the compressor = h3' -
h2
c= Efficiency of compressor.
Combustion Chamber: Process 3-4 represents ideal addition of
heat at constant pressure in the combustion chamber. Process 3' - 4
shows the actual addition of heat.
Ideal heat supplied Q = h4- h3 = Cp(T- T3)
Cpg and Cpa - Specific heats of gases and air at constant
pressure.
Turbine : Process 4-5 represents isentropic expansionof gases in
the turbine. Process 4-5' shows actual expansion.
Between states 4 and 5; energy equation is
If Q4-5 = 0; then turbine work
If change in kinetic energy is neglected, then Wt=(h4-h5) =
Cp(T4-T5)
Actual turbine work = (h4 - h5') = Cp(T4-T5')
= ( )'54. TTC pt t = Efficiency of turbine.
Neglecting the work consumed by the auxiliary equipment; Turbine
work supplied = compressor work consumed.
Nozzle : Process 5' - 6 represents isentropic expansion of gas
in the nozzle. Process 5' - 6' shows actual expansion.
Between states 5 and; energy equation
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If C5' 2 is very less compated to V6 2, then
n = Efficiency of nozzle. Thermal efficiency of the cycle
THRUST AUGMENTATION One of the drawbacks of a turbojet engine is
that relatively small power will be available at the time of take
off and climb compared to reciprocating engine. So, temporary
thrust augmentation is necessary for take off and climb. It is also
necessary for combat and emergency power requirements of military
air crafts.
The thrust may be increased by increasing the mass flow rate of
air or by increasing the jet exit velocity or by increasing both.
Two principal methods of thrust augmentation are : 1. After burning
(reheating). 2. Water - methanol injection.
TURBOJET WITH AFTER BURNER After burning is the most effective
means of thrust augmentation but uneconomical and so it is used for
short durations only whenever necessary rather than
continuously.
The fig. 8.5 shows a turbojet engine equipped for after burning
or tail pipe burning.
FIGURE 8.5: TURBOJET WITH AFTER BURNER
After burning consists of introducing and burning the fuel
between the turbine and nozzle exit and has the same effect as a
reheater. Its function is to increase the exit temperature,
which
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results in an increased jet velocity thus increasing the
thrust.
A turbojet operates with 4-5 times as much air as is required
for the combustion of fuel to limit the gas temperature at entrance
to turbine. So, the turbine exhaust has enough air to support
further combustion. For a turbojet engine with after burner, the
inlet velocities must be sufficiently low to support stable
combustion and to avoid excessive pressure loss; a diffuser is
provided between turbine outlet and tail pipe burner inlet.
The burning of fuel increases volume of gas and hence causes the
stream to be ejected from the jet pipe nozzle at an increased
velocity so increasing the thrust produced. The amount of fuel
injection is limited by the temperature the tail pipe or reheat
pipe can withstand.
In jet engines, there is an optimum nozzle area for particular
conditions. With after burner, a larger exit area is required for
burning gases. This is incorporated by providing a variable area
nozzle.
The after burner may be considered as a ram jet engine attached
to the end of a turbojet engine. The turbojet engine "rams" the air
into the after burner. So, the combination of turbojet engine and
after burner is called - "Turbo ramjet". Besides a thrust
augmentation device, the turbo-ramjet engine may be considered as
special type of engine for flight at super sonic speed.
WATER - METHANOL INJECTION It consists of spraying a mixture of
water and methanol into the inlet of compressor. This increases the
thrust by causing and increase in mass flow due to the inlet air
temperature being reduced plus the addition of mass of water -
methanol itself.
The combustion of methanol produces high enough heat to offset
the cooling effect of water otherwise the flow of fuel would have
to be increased abnormally. This method may increase the thrust by
25%. The disadvantage of this method is that besides fuel, another
liquid is required to be carried.
BY PASS TURBOJET ENGINE This increases the thrust without
adversely affecting the propulsive efficiency and fuel economy.
The fig. 8.6 shows a by pass turbojet engine.
FIGURE 8.6: TURBOJET WITH BYPASS ARRANGEMENT
A fan is located in the front portion and it is driven by the
main shaft. Part of the air drawn by
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the fan is sent over the combustion chamber via suitable ducting
to the exhaust unit thus by passing the engine and hence the name -
"By pass".
A portion of air is sent to the engine compressor with an added
advantage of creating a super charging effect. The by pass ratio is
selected according to the requirement.
The advantage of by pass arrangement is that the lower velocity
of jet efflux gives a better propulsive efficiency and better fuel
economy than a straight jet for a given thrust as less kinetic
energy is wasted to atmosphere. This applies particularly at air
craft speed below sonic and for long range air craft.
TURBO PROP ENGINE When a gas turbine is used to drive a
propeller, the engine is known as - Turbo propeller engine.
The fig. 8.7 shows a turbo prop consisting of two independent
turbines.
FIGURE 8.7: TURBO PROPENGINE
The fig. 8.8 shows T-S diagram of a turbo prop engine.
FIGURE 8.8: TURBO PROP CYCLE - ON T-S DIAGRAM
The turboprop consists of a geared propeller attached to the
turbojet engine. The power developed by the turbine is consumed in
driving the compressor and the propeller. To add more power to the
propeller shaft the turbine is modified by adding additional
stages.
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About 80-90% of the power developed is used to drive the shaft
and the remaining is used to obtain thrust from the jet. The
control of the engine is governed by changing the pitch of the
propeller and the quantity of fuel burned.
In the turboprop engine shown; one turbine drives the compressor
while the other drives the propeller through a reduction gear.
The cycle of turboprop is same as that of turbojet engine cycle
except the turbine expansion process is greater. Regenerators,
inter coolers and reheaters may be incorporated to improve its
power and efficiency.
The propeller and jet produced by the nozzle together give
forward motion to the aircraft. For a propeller driven aircraft,
the change of propulsive efficiency is greater initially but it
falls at higher speeds. The jet propulsion efficiency goes on
increasing with sped of air craft. A simple turbojet engine is
inefficient at low speeds because large jet velocities are
necessary to achieve appreciable thrust.
A turboprop combines the advantages of a turbojet with the
advantages of a propeller. The advantages of turbojet are low
specific weight, small frontal area, and simplicity in design, less
vibrations. The advantages of a propeller are - higher power for
take off and climb, high propulsive efficiency at low speeds (below
800 km/hr), high thrust per unit frontal area and fuel economy.
ATHODYDS (RAM JETS AND PULSE JETS) At high aircraft speed, the
turbojet is designed to take the advantage of ram compression. At
Mach No. 2, the ideal ram compression ratio is about 8. At such
high ram compression, there is no need of a compressor. In a
turbojet, the turbine is only to drive the compressor. So, when
compressor is eliminated, turbine also gets eliminated. Ramjet and
pulse jet engine work on this principle. The work 'Aythodyd' is
derived from -Aero-Thermodynamic duct.
RAM JET It is also called as - Lorin tube or flying stovepipe.
Ram jet engines have the capability to fly at super sonic
speeds.
The ramjet consists of an inlet diffuser, combustion chamber and
exit nozzle or a tail pipe. It is a steady combustion or continuous
flow engine and has simplest construction of any propulsion
engine.
The fig. 8.9 shows the ramjet and its corresponding ruling cycle
on T-S diagram,
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FIGURE 8.9: RAM JET ENGINE
The air enters the plant with super sonic speed and it is slowed
down to sonic velocity in the super sonic diffuser. The air is
compressed due to compression shock waves as the velocity changes.
Further compression and hence pressure rise takes place in the
subsonic diffuser. The velocity of air passing through the diffuser
decreases and hence the pressure increases. This is called - Ram
compression. A 'pressure barrier' (To say simply, some mass of air
with high pressure which acts as a wall) is created after the end
of diffuser.
The fuel is injected through nozzles into the combustion chamber
where it is ignited by a spark plug. The expansion of gases towards
the entrance of diffuser is restricted by the pressure barrier and
so the gases are constrained to expand through the tail pipe and
exit nozzle with super sonic velocity. The high velocity gases
provide the thrust to the unit.
As the ram jet has no turbine, the temperature of gases of
combustion is not limited to a low value as in turbojet engine.
Air-fuel ratios of about 15:1 are used.
Advantages: 1. It is simple in construction. 2. It has no moving
parts and so free from unbalancing and vibrations. 3. Except
rocket, thrust developed per unit engine weight is more than any
other propulsion unit. 4. Wide range of fuels can be used.
Limitations: 1. At low and moderate speeds, the fuel consumption
is high.
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2. It will not operate statically (when not moving); since it
needs velocity of air incoming for compression. So, it needs a
turbojet or rocket to boost it upto a speed of 400 km/hr or more
before it produces any thrust and propels itself.
3. To obtain steady combustion and flame stabilization, devices
like flame holders are required.
The ramjet is useful for Mach number 0.7 to Mach number 3.0 (850
km/hr to 3600 km/hr). The performance is superior at speeds of Mach
2.0 and above. It has been used in missile applications where boost
is provided by a rocket and subsonic ramjets have been used for
driving propeller of a helicopter.
PULSE JET ENGINE Like ram jet engine, this also develops power
or thrust by a high velocity jet of exhaust gases without the need
of a compressor or turbine.
A pulsejet engine is an intermittent combustion engine and
operates on a cycle similar to a reciprocating engine whereas
turbojet and ramjet are continuous in operation and are based on
Brayton cycle.
The fig. 8.10 shows a pulse jet engine.
FIGURE 8.10: PULSE JET ENGINE
The compression of incoming air is done by ram effect in the
diffuser. The grid passages are opened and closed by V-shaped non
return valves.
The fuel is injected into the combustion chamber by fuel
injectors and the combustion is initiated by a spark plug. Once the
combustion starts, spark is turned off and the residual flame in
the combustion chamber is used for subsequent combustion.
As a result of combustion, the pressure and temperature of
products of combustions increase. The pressure of the products of
combustion is higher than ram pressure and hence the non-return
valves get closed and as a result, the hot gases flow through the
tail pipe with a high velocity and give a forward thrust to the
unit.
After the passage of hot gases to atmosphere, the pressure in
the chamber falls and the high-pressure air in the diffuser forces
the vales to open and fresh air enters the combustion chamber and
the cycle repeats.
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As the airflow in not continuous; this is an intermittent
combustion engine.
Advantages : 1. This is very inexpensive compared to a turbojet
engine. 2. It is capable of producing static thrust and produces
thrust in excess of drag at much
lower speeds than a ram jet.
Limitations : 1. Noise level is high. 2. High rate of fuel
consumption. 3. Thermodynamic efficiency is low. 4. Serious
limitation to mechanical valve arrangement. 5. Vibrations are
severe. 6. The operating altitude is limited by air density
consideration.
ROCKETS A rocket doesn't depend upon atmospheric air for its
operation and so it can operate at any place - even in vacuum.
The fig. 8.11 shows the schematic diagram of a rocket
engine.
FIGURE 8.11: ROCKET ENGINE
It consists of an injection system, combustion chamber and an
exit nozzle. The fuel and oxidiser. (A substance which supplies air
for combustion) burn in the combustion chamber and high pressure is
developed. The developed pressure depends upon mass flow rate of
propellants, cross sectional area of nozzle throat and the chemical
characteristics of the propellants.
The products of combustion are ejected to the atmosphere at
supersonic speed through the nozzle. In the nozzles, pressure
energy is converted into kinetic energy. The reaction of this high
velocity jet emerging from the nozzle produces the thrust to move
the vehicle.
The fuel and oxidiser together is termed as propellant. Solid
propellants and liquids
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propellants are the generally used propellants in rockets.
There two types of solid propellant rockets: Restricted burning
and unrestricted burning. In restricted burning rocket, the
propellant is constrained to burn from one surface only. It is
similar to burning of a candle or cigarette.
In unrestricted burning, the propellant is free to burn from all
surfaces at the same time. This type of rocket is used when small
thrust for a relatively long period is required.
The rockets are discussed in detail in the next chapter.
F0RMULAE 1. For a turbojet engine : Let Va - Velocity of air
craft m/sec.
Vj = Velocity of jet relative to air craft m/sec ma = Mass flow
of air kgs mf = Mass flow of fuel kgs
Then = Mass of the products leaving the nozzle for 1 kg of air/
Neglecting the mass of fuel;
(a) Thrust of turbojet = ma . (Vj - Va) N/sec (b) Thrust power =
thrust x velocity of vehicle.
T.P = ma. (Vj-Va).Va- watts.
ROCKETS
INTRODUCTION In recent years, the principle of rocket has been
adopted for propulsion of air crafts, missiles and space crafts.
Unlike jet engines, the rocket engine caries its own oxygen and so
not dependent on atmosphere for its working. Similar to jet
propulsion, the thrust required for rocket propulsion is produced
by high velocity jet of gases passing through the nozzle. The main
difference between a jet engine and a rocket engine is that in case
of jet engine, the oxygen required for combustion is taken from
atmosphere and the fuel is stored whereas in a
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rocket engine, both fuel and oxygen are contained. The jet
engine can function satisfactorily upto a certain attitude only
being dependent on air in atmosphere. The rocket engine is not
dependent on atmosphere for its working and so it is the only
suitable power plant for use at very high attitudes or in outer
space (in vacuum). So, one of the important applications of rockets
is to launch satellites.
CLASSIFICATION OF ROCKETS The rockets may be mainly classified
as : 1. According to type of propellants :
(a) Solid propellant rocket. (b) Liquid propellant rocket.
2. According to number of motors ; (a) Single stage rocket (one
motor only) (b) Multi stage rocket (more than one motor)
A hybrid rocket combines solid fuel with an oxidiser (substance
that contains oxygen necessary for combustion). Fuel along with
oxidiser is known as propellant.
APPLICATIONS OF ROCKETS The following are the important
applications of rockets : 1. Missiles. 2. Satellites launching. 3.
Signalling and fire work display. 4. Space ships. 5. Research. 6.
Long range artillery. 7. Air crafts.
REQUIREMENTS OF AN IDEAL ROCKET PROPELLANT A good rocket
propellant should have the following characteristics : 1. High
calorific value. 2. High density so that it occupies less space. 3.
Stability and ease of handling. 4. Reliable smooth ignition. 5. Low
toxicity and corrosiveness.
SOLID PROPELLANT ROCKET Fig. 8.12 shows the schematic diagram of
a solid propellant rocket.
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Fig:8.12 Schematic Diagram of a solid propellant Rocket It
consists of a seamless tube usually made of steel closed at one
end. The tube is filled with solid propellant which contains both
fuel and oxidiser. The propellant is ignited electrically and burns
continuously. There is no method to stop the burning of propellant.
The open end contains convergent-divergent nozzle through which
gases are ejected out at supersonic speed. The reaction to ejection
of high velocity gases produces the thrust of the rocket.
The configuration of the solid propellant varies according to
the required thrust-time programme for the engine. The rate of
burning is controlled by the configuration of the propellant.
There are 2 important types of solid propellants : 1. Composite
or heterogeneous propellant. 2. Homogeneous double base
propellant.
The composite solid propellant consists of an inorganic oxidiser
such as potassium perchlorate or sodium nitrate dispersed in a fuel
matrix. The double base propellant consists of colloid of
Nitroglycerin -Nitrocellulose.
The main advantage of solid propellant rocket is its simplicity
as it has no moving parts; because of absence of any fuel system.
But, it has to be large enough to store the entire propellant and
also strong enough to withstand high pressures and high
temperatures. There's no provision to cool the combustion chamber.
These rockets are suitable for producing thrust for shorter
durations.
They are used to power projectiles, guided missiles and as
boosters for aircrafts and space crafts.
LIQUID PROPELLANT ROCKETS The liquid propellants are of 2 types
: 1. Mono propellant. 2. Bi propellant. A monopropellant is a
liquid that requires no oxidiser for releasing the energy.
Ni-tromethane, propyl nitrate and hydrogen peroxide are the general
monopropellants. With mono propellants, storage tank for oxidiser
is eliminated and control system is simpler. But the operation will
continue for less time.
In liquid propellant rockets, separate tanks are provided for
fuel and oxidiser. Both these mix
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in a combustion chamber where combustion takes place. In case of
solid propellant rockets, the steel tube in which propellant is
filled forms the combustion chamber.
Some propellants are ignited with an electrical igniter. Some
propellants ignite upon contact with each other. These self
igniting propellants are called-Hypergolic propellants.
Liquid propellant rockets operate on 2 systems : 1. Pressure
feed system. 2. Pump feed system. The fig. 8.13 shows rockets that
operate on these systems.
Fig:8.13 Liquid propellant rockets In pressure feed systems, an
inert gas is used to force fuel and oxidiser into combustion
chamber with pressure. In pump feed system, separate pumps are used
to force fuel and oxidiser which are driven by a gas turbine. The
pumps and the turbine are mounted on a common shaft. The gas
turbine may use main rocket fuel and oxidiser may be taken from
combustion products bled off from the main rocket motor (engine).
The products of combustion are discharged through the nozzle.
The pressure feed system is suitable for shorter duration and
pump feed system is suitable for rockets of high power and longer
duration.
The use of additional thrust by rocket motor at take off is
termed as - Jet assistance take off (JATO) or Rocket assistance
take off (RATO). Pressure feed system has been used for RATO.
The liquid propellant rockets posses certain advantages over
solid propellant rockets. They are :
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1. In liquid propellant rockets, the propellant may be used to
cool the rocket motor by circulation of fuel around the walls of
combustion chamber and nozzle. The maximum duration of uncooled
rocket motor is about 30 seconds whereas cooled rocket motor can
operate as long as the fuel lasts. So, it is suitable for long
space flights.
2. For a given thrust, size of combustion chamber may be reduced
compared to a solid propellant rocket.
3. Better control over the rate of combustion. In a solid
propellant rocket, there are no methods to stop burning once
ignition of propellant takes place. In liquid propellant rockets,
combustion can be cut off and restart at any time.
THEORY OF ROCKET ENGINES The thrust is equal to rate of change
of momentum of the working medium. The maximum velocity from nozzle
is obtained when gases are expanded upto ambient pressure. In this
situation, the thrust is only due to velocity and the thrust due to
pressure is zero. When operating at high attitudes, this is not
practicable because complete expansion would require a nozzle
having very large exit to throat area ratio. This implies a long
nozzle with considerable friction loss. Though theoretically, the
thrust is maximum with complete expansion. (At incomplete
expansion, pressure thrust is not able to compensate fully for loss
of momentum thrust), due to friction effect, a smaller expansion
ratio doesn't mean much loss of thrust.
The thrust with incomplete expansion : T = Momentum thrust +
Pressure thrust = mp-Vj + AJ(PJ-pa) where
Where mp = Mass rate of propellant consumption -Kgs/sec Vj = Jet
exit velocity relative to nozzle - m/sec pj = Exit static pressure
- bar pa = Ambient pressure - bar Aj = Exit area - m2
Lower the ambient pressure, higher is the thrust. Maximum thrust
is obtained when pressure is zero i.e. in vacuum. Unlike other jet
engines, the thrust increases with attitude.
EFFECTIVE JET EXIT VELOCITY Vje This is a term used in rocket
motor testing. Thrust T = m . Vje
= mp- Vj + Aj . (pj-pa)
THRUST POWER Tp It is the thrust multiplied by the flight
velocity.
TP = T. Va = mp . Vje . Va Va = Velocity of air relative to tne
engine.
This expression is different from thrust for a turbojet or
propeller because the initial velocity of propellants is zero in
case of rocket as air is assumed to be at rest.
PROPULSIVE EFFICIENCY OF A ROCKET P Propulsive efficiency
-
As in case of Jet, propulsive efficiency of a rocket approaches
100% as Vj/Va approaches unity and is lower on either side. For the
propeller and turbojet, the flight velocity can't exceed the Jet
velocity if the thrust is to be positive and for the rocket, the
jet velocity is independent of forward motion, the effective jet
exit velocity VJe can be less than, equal to or greater than
Va.
The variation of propulsive efficiency with aircraft speed is
shown in fig. 8.14.
Figure 8.14: Variation of Propulsive Efficiency
The propulsive efficiency of a rocket is lower than both
propeller and turbojet and so can't compete with them in economy.
But, rocket is the only power plant that can be used for speeds
above 4000 Kms/hr and for altitudes above 30,000 metres.
SPECIFIC IMPULSE It is another term used in the performance of a
rocket. It is defined as the ratio of thrust force to rate of
propellant expenditure.
Specific impulse gives a direct comparison of effectiveness of
propellants. Propellants with greatest possible specific impulse
should be used as it allows a greater load to be carried for given
overall rocket weight.
Specific impulse is an important parameter in the performance of
a rocket. High combustion temperature is necessary to get high
specific impulse. In general, fuels having hydrogen content give
high specific impulse without giving excessively high combustion
temperatures.
-
IMPORTANT POINTS 1. A rocket is a device which works on the
principle of jet propulsion, carries its own
oxygen for combustion of fuel and so it can work at high
altitudes and in vacuum also. 2. Rockets can be mainly classified
based on the type of propellant and number of stages. 3. Fuel along
with oxidiser (substance that contains oxygen - usually liquified
oxygsn is
used) is known as propellant. 4. The unit of specific impulse is
- seconds. 5. For given nozzle and reactant, thrust of rocket at
any altitude is a function of combustion
pressure. 6. The specific thrust increases with increasing value
of combustion temperature and low
molecular weight of gases. 7. With liquid propellants, rate of
combustions can be controlled better. 8. Propulsive efficiency of a
rocket is less than propeller and turbo jet. 9. Cryogenics is the
science of maintaining extremely low temperatures. The oxidisers
can
generally be liquified at very low temperatures. A crygoneic
engine is one in which the oxidiser is maintained in liquified
state at very low temperatures.