Liquid Rocket Engine Research and Development Project
Project Description: HLR-Engine A is our club's first attempt at a custom liquid rocket engine. Designed to operate at 100 pounds-force of thrust, this engine is not being designed for integration into a rocket, however, it will provide a platform for the team to learn the fundamentals of designing liquid rocket engines and develop the skills required to build a larger, more advanced engine in the future.
Background: A liquid rocket engine uses one or more liquid propellants to produce thrust. Thrust is created by forcing hot, pressurized combustion gases through a nozzle. The engine components include a propellant feed system, injector, combustion chamber, and nozzle.
Background: A liquid rocket engine uses one or more liquid propellants to produce thrust. Thrust is created by forcing hot, pressurized combustion gases through a nozzle. The engine components include a propellant feed system, injector, combustion chamber, and nozzle.
Team Members
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Justin Silva - 3rd year Mechanical Engineer; Lead
Kevin Rinehart - 4th year Mechanical Engineer Brahm Soltes - Surya Srinivasan - |
Derek Basta - 2nd year Mechanical Engineer; Deputy
Alexander Yovanovich - Olivia Crouse - Pieter van Zeijts - Ozzy Castillo - Alumnus/Project Advisor |
Engine Specifications
Propellant (Fuel): 75% Ethanol and 25% Water
Propellant (Oxidizer): Gaseous Oxygen
Design Chamber Pressure: 300 psi
Specific Impulse (vac): 270 sec
Nominal Sea-Level Thrust: 100 lbf
Propellant (Oxidizer): Gaseous Oxygen
Design Chamber Pressure: 300 psi
Specific Impulse (vac): 270 sec
Nominal Sea-Level Thrust: 100 lbf
Engine Components
Feed System
Background: The feed system is responsible for delivering the fuel and oxidizer to the injector at required flow rates and pressures. Off-the-shelf gas tanks and a custom ethanol tank is to be used.
Design: The feed system is a high pressure gas fed system. The fuel is ethanol, which is pressurized by nitrogen gas. The fuel tank pressure is 1000 psi, and the nitrogen tank pressure is 2000 psi. The oxidizer is oxygen gas, which is stored in a tank at 3000 psi. Pressure regulating valves and orifices will be used to control pressure and flow rate. Solenoid valves, manual shutoff valves, and check valves will be used to ensure safe operation.
Design: The feed system is a high pressure gas fed system. The fuel is ethanol, which is pressurized by nitrogen gas. The fuel tank pressure is 1000 psi, and the nitrogen tank pressure is 2000 psi. The oxidizer is oxygen gas, which is stored in a tank at 3000 psi. Pressure regulating valves and orifices will be used to control pressure and flow rate. Solenoid valves, manual shutoff valves, and check valves will be used to ensure safe operation.
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Feed System Assembly (Siemens) NX
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Injector
Background: The injector subsystem is responsible for delivering the liquid propellants into the thrust chamber at design-specific flowrates and pressures. The propellants are atomized (turned into a mist), so mixing and combustion can take place more efficiently.
Design: HLR-Engine-A's injector design is based on a pentad element arrangement with four outer fuel orifices and one central oxidizer orifice. Film cooling, an experimental method of thermal management where liquid fuel is used to cool the chamber walls, is being incorporated into the injector design as well.
Design: HLR-Engine-A's injector design is based on a pentad element arrangement with four outer fuel orifices and one central oxidizer orifice. Film cooling, an experimental method of thermal management where liquid fuel is used to cool the chamber walls, is being incorporated into the injector design as well.
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Injector CAD Assembly (Siemens NX)
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Injector Assembly Structural Analysis (ANSYS)
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Thrust Chamber/Nozzle
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Controls
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Test Stand
Background: The test stand subsystem is responsible for retaining the engine during a static test fire, as well as allowing for the mounting of the feed system and various sensors that will monitor important information about the performance of the engine, such as thrust, temperature, pressure, etc.
Design: The test stand holds the engine vertically to more closely resemble actual launch conditions, as well as to minimize force losses in the horizontal direction. Frictional losses are minimized with Oil Lite bushings that allow the engine interface to slide up and push against the load cell, located underneath the steel blast plate. The frame is made of 80/20 aluminum extrusion to ease adaptation for future engines.
Design: The test stand holds the engine vertically to more closely resemble actual launch conditions, as well as to minimize force losses in the horizontal direction. Frictional losses are minimized with Oil Lite bushings that allow the engine interface to slide up and push against the load cell, located underneath the steel blast plate. The frame is made of 80/20 aluminum extrusion to ease adaptation for future engines.
