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双组元离心式喷注器10 N发动机偏工况试验 总被引:1,自引:0,他引:1
根据国内外同类发动机研制经验,双组元10 N发动机在入口压力为0.8~2.2 MPa范围内,入口压力偏差会使发动机真空比冲、燃气温度等性能产生较大变化。为了获得双组元离心式喷注器10 N发动机在落压推进系统要求的入口压力范围内性能,通过采用小流量喷雾试验台和42 km高模试验台,对偏工况条件下的冷态性能及热试性能进行试验研究。试验结果表明:该发动机额定入口压力1.58 MPa时真空比冲为2881 N·s/kg;当入口压力在0.6~2.5 MPa变化时,对应真空推力从4.7 N增加到14 N,落压比为3;入口压力0.6 MPa时真空比冲为2600 N·s/kg,入口压力2.5 MPa时真空比冲为2956 N·s/kg;入口压力在0.6~2.5 MPa试验范围内,发动机燃烧室壁温均低于材料许用温度,表明发动机热设计优良,可满足双组元落压推进系统对姿控发动机的性能需求。 相似文献
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Akira Kakami Shinji Beppu Muneyuki Maiguma Takeshi Tachibana 《Acta Astronautica》2011,68(7-8):1228-1233
The present paper describes thrust measurement results for an arcjet thruster using Dimethyl ether (DME) as the propellant. DME is an ether compound and can be stored as a liquid due to its relatively low freezing point and preferable vapor pressure. The thruster successfully produced high-voltage mode at DME mass flow rates above 30 mg/s, whereas it yielded low-voltage mode below 30 mg/s. Thrust measurements yielded a thrust of 0.15 N and a specific impulse of 270 s at a mass flow rate of 60 mg/s with a discharge power of 1300 W. The DME arcjet thruster was comparable to a conventional one for thrust and discharge power. 相似文献
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国外单组元变推力发动机应用与关键技术 总被引:1,自引:0,他引:1
介绍了国外单组元变推力发动机的应用现状,阐释了单组元变推力发动机的结构和设计原理,总结了研制和改进过程中的关键技术,主要包括径向双层夹套催化床设计、径向喷注器设计、流量稳定调节技术和催化床空穴控制技术等。美国为火星软着陆研制的MR-80和MR-80B无水肼单组元变推力发动机分别应用于“海盗”号和“好奇”号着陆器下降级推进系统。MR-80发动机可实现275~2835 N变推力调节,推力变比为10∶1,比冲为205 s,呈120°均布于“海盗”号着陆器三角形基座的长边。“好奇”号下降级推进系统由2个高压氦气瓶、3个推进剂贮箱、8台单组元变推力发动机、8台单组元250 N姿控发动机、1个压力控制组件和3个推进剂控制组件组成,MR-80B发动机可产生31~3603 N的真空推力,推力变比达到100∶1,比冲范围为204~223 s。 相似文献
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RBCC推进系统主火箭发动机气氧/煤油推力室研究 总被引:1,自引:0,他引:1
为满足RBCC推进系统主火箭发动机对气氧/煤油推力室的要求,对其进行了高燃烧室压力和温度、大范围变工况工作研究。气氧/煤油推力室喷注器采用中心区气液双组元内混式喷嘴和边区直流喷嘴结合结构,身部采用夹层冷却结构。通过对推力室气氧/煤油推进剂的点火及雾化混合技术、推力室喷注器及身部冷却设计技术、推力室的点火启动、稳态工作等关键技术的研究表明,推力室在室压3MPa、5MPa工况下可稳定燃烧。额定推力650N的气氧/煤油推力室方案可靠、点火工作正常,可以满足大范围变工况稳定工作要求。 相似文献
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Sanders D. Rosenberg 《Acta Astronautica》1983,10(1):19-30
When the oxygen/hydrogen bipropellant combination was selected for use in the Space Shuttle Main Engine, it became apparent that many advantages may result if the Auxiliary Propulsion System Engines were to use the same propellants. A new ignition system, possessing a dramatically new level of reliability, durability and response, is required because the oxygen/hydrogen combination is not hypergolic and the projected missions will require a very large number of fast-response engine starts.The objective of this program was to obtain basic data for spark torch ignition methods at operating conditions typical of a Space Shuttle Orbiter Auxiliary Propulsion System. The research included ignition analysis and igniter design, fabrication and hot-fire test.Extensive testing of spark torch igniters was performed (chamber pressure, 206.8 N/cm2, 300 psia, nominal) in the Igniter-Only and Igniter-Complete Thruster (thrust, 6672 N, 1500 lbF, nominal) operational modes. Reliable, repeatable ignitions were obtained with spark energies of 1–10 mJ. Hot-fire test results showed there is no effect of back pressure (1.013 × 105 to 1.333 × 10?2 N/m2, 7.60 × 102 to 1 × 10?4 mm Hg) or low temperature (O2, 170 K, 306 R; H2, 107 K, 193 R) on the response of the igniter or the ignition delay of the thruster over the ranges tested. Igniter durability and pulse capability were demonstrated with 150 sec of continuous operation and 1000 consecutive pulses, respectively. Durability was further demonstrated with a series of 2500 Igniter-Complete Thruster ignitions at nominal chamber pressure. No limiting variables were encountered. The hot-fire test results showed the spark torch igniter is capable of meeting fully the typical Space Shuttle Orbiter Auxiliary Propulsion System mission requirements. 相似文献
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A decomposition chamber packed with catalyst granules is considered for the analysis. The decomposition chamber is divided into induction and post-induction regions. In the induction region the only relevant decomposition is that of hydrazine whereas in the post-induction region both decomposition of hydrazine and ammonia are considered. As the thickness of two phase region (hydrazine plus decomposition gases) is very small it is neglected. A computer programme based mainly on Runge-Kutta formulas with step size control is developed for simultaneously solving the differential equations encountered here. For different values of design parameters (bed loading and chamber pressure) the temperature and concentration profiles along the granular catalytic bed are plotted. The objective of the task is to analyse the processes in the decomposition chamber and to develop a computer programme to arrive at the bed loading, chamber pressure and length of the catalyst bed that would give the maximum specific impulse with a minimum pressure drop along the catalyst bed. The analytical results are validated with experimental results available in the literature and application of the analytical results to ISRO (Indian Space Research Organisation) 10 N orbit raising thruster design is illustrated. 相似文献
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采用N-S方程求解了100 W微波等离子体推力器(MPT)选用不同推进工质时的性能参数;并采用直接蒙特卡洛模拟方法(DsMC)对MPT羽流进行了数值模拟.结果表明,几种工质的推力变化不大,氮气为23.6 mN,氮气为24.8mN,氩气为24.8 nuN;但比冲区别较大,氮气为565.2 s,氮气为243.7 8,氢气为180.2 s.羽流场中,密度、压强及温度沿轴向和径向均逐渐减小;轴向速度在轴线附近变化不大,采用氩气工质时,约1 700 m/s,在远离轴线区域,沿流动方向逐渐增大,沿径向逐渐减小;径向速度沿轴向变化不大,沿径向逐渐增大,并在接近流动区域边界时迅速减小. 相似文献
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一种用于临近空间飞行器的吸气式电推进技术 总被引:1,自引:0,他引:1
针对低速临近空间飞行器提出了一种新型吸气式电推进方案,该方案采用单介质阻挡放电(SDBD)作为等离子体源,因此能在较大气压范围(数Pa~1atm)内电离大气产生等离子体并产生推力。为探究该吸气式电推进方案的推力性能,测量了实验样机在多个气压和电压条件下产生的推力。推力测量结果显示在10~90kPa气压范围内,实验样机产生的推力在10 2~10 3μN量级;气压一定时,产生的推力与驱动电压呈幂次相关;而电压一定时,随着气压自1atm逐渐降低,产生的推力先增大后减小,且达到最大推力的气压与所加驱动电压相关。 相似文献
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我国新一代大推力液氧/煤油补燃发动机采用双推力室方案,发动机起动时存在推力室点火不同步情况.以500 t级液氧/煤油补燃发动机为研究对象,针对起动时推力室点火不同步问题,对发动机推力室燃料路的控制方案进行了研究.建立了描述补燃循环发动机起动过程的数学模型,搭建了双推力室发动机起动仿真平台.通过对推力室燃料路两种控制方案的对比分析:指出了从降低发动机系统对双推力室不同步点火的敏感程度考虑,采用2个燃料节流阀分别控制各分支燃料路的方案较优;推力室燃料路采用一个燃料节流阀的控制方案时,推力室冷却套流阻偏差不宜大于1 MPa. 相似文献
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600N单组元推力室的研制 总被引:2,自引:0,他引:2
600N单组元推力室使用DT-3推进剂,催化床床载率高达6g/cm2·s,头部采用两组环形分布的喷注扩散器并进行了模块化设计,身部采用了隔热装置,推力室具有结构紧凑、工艺简单、重量轻等特点。热试车结果表明,推力室起动迅速、平稳,性能可靠。 相似文献
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The pressure-fed second stage propulsion system for N-launch vehicle provides 53,348 N (5440 kg) thrust for about 250 sec at an Isp of 290.2 sec. Aluminum tanks, integral with vehicle structure, carry a minimum of 4.7 ton propellant combination of N2O4 and Aerozine 50. The gimbaled engine consists of a regenerative cooled chamber, ablative nozzle spacer, and a radiation cooled nozzle extension with an exit area ratio of 26. Utmost utilization of domestically available technology and facilities underlay the design concept. Development of the propulsion system took 5 years with the first flight occurring in 1975. Five consecutive flight successes up to 1979 have demonstrated the reliability and performance of the system.Improved N vehicle, designated as N-II, will succeed the N vehicle. New second stage propulsion system for N-II delivers 43,816 N (4468 kg) thrust at an Isp of 314.1 sec and has restart-capability. 相似文献
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燃烧室新材料在卫星双组元低推力发动机上的应用 总被引:5,自引:0,他引:5
对有代表性、有发展前途的几种新材料进行比较 ,并根据应用新材料的低推力发动机燃烧室的结构特点 ,分析了不同冷却方式对双组元低推力发动机性能损失的影响 ,为双组元低推力发动机燃烧室的材料选择、加工工艺、设计优化提供参考。 相似文献
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液体火箭发动机在真空中起动时,燃烧室内易产生三相共存的状态,其中凝聚相能引起不正常的起动压力峰而损坏发动机。本文研究了甲基肼和四氧化二氮组合为推进剂时真空起动的点火时差,以便尽量减少着火前上述状态的存在程度。给出了利用控制阀通电时差、充填时差和控制阀响应时差这三种起动方式来实现该点火时差的方法。前两种方法已在某远地点发动机上使用并获得成功。 相似文献
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航天器推力系统发动机数目及其构型的选择直接影响控制系统的精度和完成要求任务的燃料消耗量.对航天器六自由度控制的推力分配问题进行了研究,参考卫星导航系统中几何精度衰减因子的定义,提出了发动机构型精度衰减因子的概念,用于定义发动机相对几何关系引起的执行误差与分配误差间的比例关系.通过矩阵理论分析得到了构型精度衰减因子随参与分配发动机数目增加而增加的结论,并通过仿真计算对相关结论进行了验证,为航天器发动机数目及其构型的选择提供了理论参考. 相似文献
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Flight demonstration of new thruster and green propellant technology on the PRISMA satellite 总被引:2,自引:0,他引:2
The concept of a storable liquid monopropellant blend for space applications based on ammonium dinitramide (ADN) was invented in 1997, within a co-operation between the Swedish Space Corporation (SSC) and the Swedish Defense Research Agency (FOI). The objective was to develop a propellant which has higher performance and is safer than hydrazine. The work has been performed under contract from the Swedish National Space Board and ESA. The progress of the development has been presented in several papers since 2000.ECAPS, a subsidiary of the Swedish Space Corporation was established in 2000 with the aim to develop and market the novel “high performance green propellant” (HPGP) technology for space applications. The new technology is based on several innovations and patents w.r.t. propellant formulation and thruster design, including a high temperature resistant catalyst and thrust chamber.The first flight demonstration of the HPGP propulsion system will be performed on PRISMA. PRISMA is an international technology demonstration program with Swedish Space Corporation as the Prime Contractor.This paper describes the performance, characteristics, design and verification of the HPGP propulsion system for PRISMA. Compatibility issues related to using a new propellant with COTS components is also discussed. The PRISMA mission includes two satellites in LEO orbit were the focus is on rendezvous and formation flying. One of the satellites will act as a “target” and the main spacecraft performs rendezvous and formation flying maneuvers, where the ECAPS HPGP propulsion system will provide delta-V capability.The PRISMA CDR was held in January 2007. Integration of the flight propulsion system is about to be finalized.The flight opportunity on PRISMA represents a unique opportunity to demonstrate the HPGP propulsion system in space, and thus take a significant step towards its use in future space applications. The launch of PRISMA scheduled to 2009. 相似文献