Liquid Propellant Engine Independent Turbopump Design
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Solution Overview
Problem
Liquid propellant engines face issues with reliability due to potential fuel and oxidant mixing, inefficient operation, and size constraints that limit thrust and thermal management, particularly at high performance levels.
Innovation Solution
The engine employs a double supply turbopump system with independent turbopumps and combustion chambers, using static sealing systems to prevent mixing and allowing for independent control of pump speeds for maximum efficiency, and utilizing a regenerative cooling circuit to manage heat effectively.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a common rotating shaft connects the fuel pump and oxidant pump, then the engine structure is simplified, but fuel and oxidant may mix causing catastrophic damage
Solution Approach 1:
The common rotating shaft is divided into two separate rotating shafts, one for the fuel pump and one for the oxidant pump. This segmentation physically separates the fuel and oxidant transport systems, eliminating the risk of mixing while maintaining rotational drive functionality for each pump independently.
2Reliability
If dynamic seal devices are used to prevent fuel and oxidant mixing, then reliability is improved, but device complexity and cost increase
Solution Approach 1:
The dynamic seal devices are completely removed from the system by eliminating the common rotating shaft connection. Instead of sealing around a rotating shaft, the design uses separate rotating shafts with static sealing arrangements that prevent fuel and oxidant mixing without requiring complex dynamic seals.
3Device complexity
If the rotation speeds of oxidant pump and fuel pump are set equal, then the engine design is simplified, but overall engine efficiency decreases
Solution Approach 1:
The pump speed control system transitions from a static equal-speed configuration to a dynamic independent-speed configuration. Each pump can now be controlled at its optimal speed for maximum efficiency, allowing the system to adapt to varying operational requirements and propellant properties without sacrificing performance.
4Power
If the combustion chamber pressure is increased to improve engine performance, then thrust increases, but functional reliability decreases
Solution Approach 1:
The system utilizes changes in propellant temperature and flow rate parameters to manage combustion chamber pressure. By controlling the temperature of propellants entering the combustion chamber and adjusting flow rates through the separate pump systems, the design maintains optimal pressure levels that balance thrust generation with combustion stability and reliability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This design enhances safety and efficiency by eliminating the need for complex dynamic seals, optimizing pump operation, and reducing engine size and weight while maximizing thrust through efficient fuel and oxidant utilization.
Implementation Method 1
a regenerative cooling circuit (8) for the combustion chamber (5) and for the diffuser nozzle (7), wherein the cooling circuit (8) surrounds the combustion chamber (5) and the nozzle (7) and conveys a cooling fluid, in this case a combustible liquid
Implementation Method 2
an output oxidising mixture which, having passed through the turbine, is supplied to the combustion chamber
Implementation Method 3
a combustion chamber (5)
Data Source
Figure 1
Figure 2
AI summary
In a combustion chamber (5) of a liquid propellant engine (1), a combustible liquid and an oxidising mixture are fed by means of two different independent and mechanically separate feed pumps (12),(27) and driven by respective turbines (16),(32) which are also independent and mechanically separate from each other; the oxidising mixture generated by a combustible liquid pre-burner (22) passing through one of the turbines (32); and the heated combustible liquid passing through the other turbine (16) before it is supplied to the combustion chamber (5); the oxidising mixture, after having passed through the respective turbine (32), flows into the combustion chamber (5) via an injection plate (6).