JPS5932656A - Nozzle for booster engine - Google Patents
Nozzle for booster engineInfo
- Publication number
- JPS5932656A JPS5932656A JP14301282A JP14301282A JPS5932656A JP S5932656 A JPS5932656 A JP S5932656A JP 14301282 A JP14301282 A JP 14301282A JP 14301282 A JP14301282 A JP 14301282A JP S5932656 A JPS5932656 A JP S5932656A
- Authority
- JP
- Japan
- Prior art keywords
- nozzle
- pressure
- valve
- altitude
- stage
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K9/00—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof
- F02K9/80—Rocket-engine plants, i.e. plants carrying both fuel and oxidant therefor; Control thereof characterised by thrust or thrust vector control
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Jet Pumps And Other Pumps (AREA)
Abstract
Description
【発明の詳細な説明】
この発明はブースタエンジン用のノズルに関し、／持に
詳述す７ｔば、高度補償のｒｊＪ化なブースタ用エンジ
ンのノズルに関スル。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a nozzle for a booster engine, and more specifically, to a nozzle for a booster engine with RJJ altitude compensation.
ブースタ用エンジンのように地上で発射され高空へ飛行
し２ていくロケットエンジンでは、各高度において、ノ
ズル流が最適膨張するよう、ノズル面積死金変化させる
ことが望ましいことは理論的に解明されている。しかし
、このノズル向檀此の変化は、実際上かなり困難でめり
て、たとえＶ：ｊ”、引き出しノズルや二重ノズル寺が
提案さ庇ているとは云え実用に碕
致っていない。このため、従来の実＃は大気圧下での発
射時のノズル流の剥離全防止するためＶｃ１ａ′いノズ
ル面積比？採用し、高度が上昇した通人空域では、ノズ
ル流が不足膨張となることが避けられないよう設計され
てい不。It has been theoretically clarified that in rocket engines such as booster engines that are launched from the ground and then fly to high altitudes, it is desirable to vary the nozzle area so that the nozzle flow optimally expands at each altitude. There is. However, this change in nozzle orientation is quite difficult in practice and has not been put into practical use, even though V:j'', pull-out nozzles and double nozzle designs have been proposed. For this reason, the conventional real # adopts a high nozzle area ratio of Vc1a' in order to completely prevent separation of the nozzle flow during firing under atmospheric pressure, and the nozzle flow will be under-expanded in the airspace where the altitude has increased. It is not designed to be unavoidable.
これは、低高度および高尚ｊＩＬでのめるイ・Ｍ度の性
能損失をｉ悟したものであるが、ロケットの飛翔が全燃
焼時１１ＪＪ中の約４／４が近Ａ空域でるること業者＊
すると、この性能損失は、無視できない値であり、従来
の作動機構が復雑で高重量の引き出しノズールや二重ノ
ズル番で代る新規なブースタ用エンジンのノズルがイ（
−ｔ。This was done in recognition of the loss of performance at low altitudes and high altitudes, but it is clear that approximately 4/4 of the 11JJ will be in the near-A airspace when the rocket's flight is fully burned.
Therefore, this performance loss is a non-negligible value, and the new booster engine nozzle is now available instead of the conventional pull-out nozzle or double nozzle, which has a complicated operating mechanism and is heavy.
-t.
でいる。I'm here.
この発明は、このような要望？ｈたすべく開発されたも
ので、基本的Ｖ′ｃ、は、第１段ノズルと、これよシ大
径の第２段ノズルとからなり、４１段ノズルと第２段ノ
ズルとの段状部にバルブ全配！る構成？用い、低高度で
はバルブが大気圧により開となｐ段状隙間よυ外！１５
仝気？第２段ノズル内に尋人し第２段ノズルの内周面に
沿う望気ノ＃＃全作り、第１段ノズルにより推力？得る
ようにし、＾々農でｅよバルブが閉じ、第１投ノズルと
ノズル面積比の犬なる第２段ノズルにより推力を借る作
用？成し−Ｃいる。Is this invention a request like this? The basic V'c consists of a first-stage nozzle and a second-stage nozzle with a larger diameter, and the step-like structure of the 41st-stage nozzle and the second-stage nozzle. Fully equipped with valves! configuration? At low altitudes, the valve opens due to atmospheric pressure and the p-step gap is outside! 15
Do you mind? The air flow along the inner circumferential surface of the second stage nozzle is fully created, and the thrust is exerted by the first stage nozzle. Then, the valve closes and the second stage nozzle, which has the same nozzle area ratio as the first throw nozzle, borrows thrust. Nashi-C is here.
この発明によｉＬば、バルブとＬ’ｌ＜ １段ノズル出
口圧とノズル外部雰囲気圧との差圧によｐ開閉するもの
で良いからその開閉慎構はきわめて簡単となり、又、既
イｆのノズル？第１段ノズルとし、これに第２段ノズル
？付けるか。According to this invention, since the valve and L'l<p need only be opened and closed by the differential pressure between the first-stage nozzle outlet pressure and the nozzle external atmospheric pressure, the opening and closing mechanism is extremely simple. nozzle? Is this the first stage nozzle and then the second stage nozzle? Should I attach it?
或いは、既存ノズル全改良１７゛Ｃ第工および第２段ノ
ズルに容易に変更ＯＪ能であり、ざらに、本発明のノズ
ルシュ、発射時および低市度上昇時のバルブ３が開の時
には、エジェクター効果による外部空気導入ンノニノズ
ルの平均スイ気運片ケ下げて推進効率ｒ高め、また専人
孕気と不足酸素燃焼による燃焼カスとの化学反応により
推力が上昇すると天う、二次的な効果が期待出来る等の
利点音生しめ。Alternatively, it is possible to easily change the existing nozzle to the 17゛C 1st stage and 2nd stage nozzles. The secondary effect is expected to be that the average air flow of the noni nozzle is lowered by the effect, and the propulsion efficiency is increased, and the thrust is increased due to the chemical reaction between the expert's air and the combustion scum caused by oxygen-deficient combustion. Advantages such as being able to produce sound.
この発明の＊ｔｆｍＦｉｌｌｋ励付図而ｒ−照して説図
面る。The tfmFillk excitation scheme of this invention will now be described.
Ｍ１図は木兄ψ」の−例のノズノ（・の斜視図であるか
、ノズルは、海面上大気圧ドにおいて最適膨脂もしくＱ
ユ剥Ｓｔ制限内Ｃの過膨ｌ辰状７．＋、３ＨＩｃ設計さ
れた第１段ノズル１と、その後部に段状隙間ケ持って取
り（・Ｊけられ６度から８度程度の開き角を持つ円１に
ｊ状の第２段ノズル２おまひ両ノズル間の段状隙間に装
着された差圧作動型のバルブ３：、＋１−する。Diagram M1 is a perspective view of the nozzle (・) of Ki-ni ψ.
Excessive expansion of C within the limit of exfoliation St 7. +, 3HIc designed first stage nozzle 1, with a stepped gap at the rear (J-shaped second stage nozzle 2 in a circle 1 with an opening angle of about 6 to 8 degrees) Differential pressure operated valve 3 installed in the stepped gap between both nozzles: +1-.
段状原ｌＪに装屑δれたバルブ３は、支点４で支えられ
ていて支点ヰのまわりに自由に回転するようＶζ装装屑
扛でおり、第１段ノズル１の出［］ノノー−ｐｅｌ）と
ノズル外部３￥ １ｊ１１気ノに（りａ）との差圧によ
り開閉する機構な：持つ。The valve 3 loaded with waste δ on the stepped base lJ is supported by a fulcrum 4 and is equipped with a waste holder Vζ so as to freely rotate around the fulcrum 4, and the valve 3 loaded with waste δ of the first stage nozzle 1 is A mechanism that opens and closes by the differential pressure between the nozzle (pel) and the outside of the nozzle (ria).
このパルプ開閉俄構と１７ては、公９ｄｌのバタノライ
型バルブの開閉（幾構ｒ適用できる。This pulp opening/closing mechanism and the opening/closing of a standard 9dl Batanorai type valve (several types can be applied).
冗射時ふ゛よび低ｒ坊度飛翔申ｖｃ ｈ−いてばｐ〉ｋ
＋ｐｅ＋（ｋ＋はｏ ＜ ｋ、 ＜ １なる自１１止保
敗りであるためバルブ３ ｉｊ：曲の状、１７μに維持
でｔｌｌ、段状隙間より外Ｉｉｉ全シ（が第２服ノズル
２の内部に導入される（第３図−ａ）。その結果、推力
の発生ｅま主にノズル１で受は持たｌシ、第２段ノズル
２は単なるダクトとしての役割のＡｉ持つ。At the time of firing, the low-speed flight occurs.
+pe+(k+ is o < k, < 1, so the valve 3 ij: curved, maintained at 17μ, tll, all cylinders outside the stepped gap (but of the second nozzle 2) (Fig. 3-a).As a result, the thrust force is generated.The nozzle 1 mainly has a receiver, and the second stage nozzle 2 has a role of a mere duct.
飛翔高度が上がるに伴ない外部雰囲気圧（ｐａ）が減少
する。他方、ノズル１の出目圧は高度に無関係に一短で
るる事から、ｐ ≦札ｐａ ｅｌ
となるＡｌｆが存在し、この高度に達するとバルブ３の
内側圧（ｋＩｐｅ、）と外側圧（ｐａ）との差によりバ
ルブ３ｅま目動的にｌｆｊの状態となる第３図−ｂ）。As the flight altitude increases, the external atmospheric pressure (pa) decreases. On the other hand, since the output pressure of the nozzle 1 is short or short regardless of the altitude, there exists an Alf such that p ≦ pa el, and when this altitude is reached, the inner pressure (kIpe, ) and the outer pressure ( 3-b), the valve 3e dynamically enters the state lfj due to the difference between the valve 3e and lfj.
第２段ノズル２Ｃま、出［」開口比がバルブ３が閉とな
る尚涙において剥離制限内の過＃脹となるような値余持
ち、まｆｃ犯２段ノズル内圧力金推力に変換するために
過ｌ此の開き角金持っている。段状隙ｊ用のバルブ３が
閉じらねた後は、燃焼端内で発生じたガスがノズル１と
ノズル２ケフルに流れ、大きな開口比のノズルにほぼ匹
敵する性能耐荷つノズルとして作動する。The opening ratio of the second stage nozzle 2C is such that when the valve 3 is closed, there is a surplus value that causes excessive swelling within the peeling limit, and the pressure inside the second stage nozzle is converted into a thrust force. Because of this, I have a square metal with an opening like this. After the valve 3 for the stepped gap j fails to close, the gas generated within the combustion end flows into the nozzle 1 and nozzle 2 kefle, and the nozzle operates as a load-carrying nozzle with performance almost comparable to a nozzle with a large opening ratio. .
を」１
燃焼呈圧ｐ（２＝ ３５Ｋｇ／ ｄ ａ 、第１段ノズ
ル開ロ比ξＩ−８．基底部圧袖正係数に＋ ＝（＋、
３ 。1 Combustion pressure p (2 = 35Kg/da, 1st stage nozzle opening ratio ξI-8. Base pressure sleeve positive coefficient + = (+,
3.
ノズル剥虚阪界圧比１）ｅ／Ｉ）ａ＝ ０．３とした。Nozzle stripping slope pressure ratio 1) e/I) a = 0.3.
この結果第２段ノズル開口比ねξ２−４５とする事が出
きる。この条件のもとに飛翔高度との関連？調べた結果
、外気圧■）か０．１８ｋｇ／ｉ。As a result, the second stage nozzle opening ratio can be set to ξ2-45. Is there a relationship with flight altitude under this condition? As a result of the investigation, the outside pressure ■) is 0.18 kg/i.
でバルブが＋；Ｂじ、これはＡ ＩＪｔに換算して約１
２ｋｍの大気Ｌ［−にａ当する。従って＾度１２ｋｍ迄
は開Ｅｌ比８の第１段ノズルが推力に蚕与し、そ汎以上
の高度でけバルブが閉じて開口比４５のノズルとして作
動する。これは、発射時の大気川下でのノズル内の流ｎ
の剥屋１がなく、父、近Ａ空域での不足）彫脹による推
力損失全防ぐに光分なもので＾るっ
４図面の間弔な１況明
６ｇ１図はこの発明の−り１１のノズルの斜視図、第２
図はバルブを示す陣ｒ １ｍｊ図、第３図（ａｌはパル
プ開の゛伏爬ゲ示す〃テ面図、第３図ｔｂｌは筒々！
Ｕバルブ閉の状、■を示す〜ｒ而面である。So the valve is +; B is the same, which is about 1 when converted to A IJt.
2 km of atmosphere L[- corresponds to a. Therefore, up to 12 km, the first stage nozzle with an opening ratio of 8 contributes to the thrust, and above that point the valve closes and operates as a nozzle with an opening ratio of 45. This is the flow n in the nozzle downstream of the atmosphere at the time of launch.
There is no stripper 1, and my father is short in the near A airspace) It is light enough to prevent all thrust loss due to engraving. Perspective view of the nozzle, second
The figure shows the valve, Figure 3 (Al is the side view showing the open pulp, and Figure 3 TBL is the cylindrical side view).
The U-valve is closed, and the ~r surface shows ■.
図’ｉ’：１・・第１段ノズル、２・・第２段ノズル、
Ｓ ・ハ（ｔし−〕゛′
第１図
−）
第３図
（ｂ）
３２９−Figure 'i': 1...1st stage nozzle, 2...2nd stage nozzle,
S・ha(tshi-]゛' Fig. 1-) Fig. 3(b) 329-
Claims (1)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14301282A JPS5932656A (en) | 1982-08-18 | 1982-08-18 | Nozzle for booster engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP14301282A JPS5932656A (en) | 1982-08-18 | 1982-08-18 | Nozzle for booster engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS5932656A true JPS5932656A (en) | 1984-02-22 |
Family
ID=15328891
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP14301282A Pending JPS5932656A (en) | 1982-08-18 | 1982-08-18 | Nozzle for booster engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5932656A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6138147A (en) * | 1984-07-24 | 1986-02-24 | メツセルシユミツト‐ベルコウ‐ブローム・ゲゼルシヤフト・ミト・ベシユレンクテル・ハフツング | Rocket engine for space flight |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3032974A (en) * | 1956-08-24 | 1962-05-08 | United Aircraft Corp | Exhaust nozzle |
| US3062003A (en) * | 1959-04-06 | 1962-11-06 | United Aircraft Corp | Variable area exhaust nozzle |
-
1982
- 1982-08-18 JP JP14301282A patent/JPS5932656A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3032974A (en) * | 1956-08-24 | 1962-05-08 | United Aircraft Corp | Exhaust nozzle |
| US3062003A (en) * | 1959-04-06 | 1962-11-06 | United Aircraft Corp | Variable area exhaust nozzle |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6138147A (en) * | 1984-07-24 | 1986-02-24 | メツセルシユミツト‐ベルコウ‐ブローム・ゲゼルシヤフト・ミト・ベシユレンクテル・ハフツング | Rocket engine for space flight |
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