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CFD Rocket Nozzle
CFD Rocket Nozzle
On
Bachelor of Technology
(Aerospace Engineering)
From
Calculation of velocity & Temperature profile of Rocket Nozzle using CFD in zero atmospheric
condition
Approved
Dean
College of Engineering
University of Petroleum & Energy Studies
Dehradun
April, 2011
CERTIFICATE
This is to certify that the work contained in this thesis titled Calculation of velocity &
Temperature profile of Rocket Nozzle using CFD in zero atmospheric condition has been
carried out by Gaurav Sharma, Ravi Shankar & Vipul Sharma under my supervision and has not
been submitted elsewhere for a degree.
TABLE OF CONTENTS
Page
TABLE OF CONTENTS
LIST OF FIGURES
iii
LIST OF TABLES
vii
SUMMARY
viii
1. ROCKET ENGINE..1
1.1Terminologies used in rocket engines...3
1.2Principle of operation....3
1.3 Propellents used in rocket engine....4
1.3.1 Solid Propellant Rocket....4
1.3.2 Liquid Propellant Rocket..5
1.4 Thermal Rocket Engine6
2. ROCKET ENGINE NOZZLE7
2.1 Types of nozzles...8
2.1.1Jets...8
2.1.2 High velocity nozzles.9
2.1.3 Propelling nozzles....10
2.1.4 Magnetic nozzles..11
2.1.5 Spray nozzles...11
2.1.6 Vacuum nozzles...11
2.1.7 Shaping nozzles12
3. BASIC ROCKET EQUATIONS12
3.1 Newtons Third law of motion.12
3.2 De laval nozzle equations....12
3.3 Tsiolkovsky Equation.13
73
LIST OF FIGURES
Page
Figure 1.1: Viking 5C rocket engine manufactured by France, Spain, Italy & Germany.........1
Figure 1.2: Action of exit pressure and atmospheric pressure on nozzle surface.....................3
Figure 1.3: Solid Propellant Rocket and liquid propellant rocket respectively........................5
Figure 1.4: A liquid-fuelled rocket engine................................................................................6
Figure 1.5: A solid-fuelled rocket engine..................................................................................7
Figure 2.1: Parts of rocket nozzle..8
Figure 2.2: Jet nozzle................................................................................................................9
Figure 2.3: Propelling Nozzle.................................................................................................10
Figure 2.4: Magnetic Nozzle...................................................................................................11
Figure 3.1: Graph of Tsiolkovskys rocket equation with initial and final mass ratio............13
Figure 3.2: Mass-Ratio dependency on Delta V.....................................................................15
Figure 4.1: p-V diagram for a heat engine..............................................................................19
Figure 5.2: Gas flow through the nozzle.................................................................................20
Figure 5.3: Gas flow through nozzle.......................................................................................22
Figure 5.4: Gas velocity as a function of pressure ratio..........................................................25
Figure 5.5: Mass flow in the nozzle........................................................................................26
Figure 5.6: Variation of flow density through the nozzle.......................................................28
Figure 5.7: Area, velocity and flow density relative to the throat values as a function of the
pressure ratio............................................................................................................................29
Figure 7.22 (b): Total temperature vs position graph of changed configuration 5.................63
Figure 7.23 (a): Total Pressure contour of changed configuration 5.....................................63
Figure 7.23 (b): Total Pressure vs position graph of changed configuration 5.......................64
Figure 7.24 (a): Total Enthalpy contour of changed configuration 5.....................................65
Figure 7.24 (b): Total Enthalpy vs position graph of changed configuration 5......................65
Figure7.25 (a): Velocity contour of changed configuration 6................................................66
Figure7.25 (b): Velocity vs position graph of changed configuration 6.................................67
Figure 7.26 (a): Total temperature contour of changed configuration 6.................................68
Figure 7.26 (b): Total temperature vs position graph of changed configuration 6.................68
Figure 7.27 (a): Total Pressure contour of changed configuration 6.....................................69
Figure 7.27 (b): Total Pressure vs position graph of changed configuration 6.......................70
Figure 7.28 (a): Total Enthalpy contour of changed configuration 6.....................................71
Figure 7.28 (b): Total Enthalpy vs position graph of changed configuration 6......................71
LIST OF TABLE
Page
SUMMARY
The project is Prediction of temperature profile and velocity at the exit of nozzle of rocket in
outer space using computational fluid dynamics. This project involves the prediction of
temperature profile inside the rocket nozzle and using temperature profile prediction the velocity
at the exit of nozzle. The prediction code generated is used in outer-atmospheric conditions with
variation of pressure in vacuum consideration in outer-atmospheric condition. Fluent and Gambit
software are used for CFD analysis in the nozzle. By taking a standard configuration of the
nozzle the contours and graphs are obtained. Then by changing the configurations comparison is
done with standard configuration and best configuration is obtained.
1. ROCKET ENGINE
A rocket engine is a jet engine that uses specific propellant mass for forming high speed
propulsive exhaust jet. Rocket engines are reaction engines and obtain thrust in accordance with
Newton's third law. Since they need no external material to form their jet, rocket engines can be
used for spacecraft propulsion as well as terrestrial uses, such as missiles. Most rocket engines
are internal combustion engines, although non combusting forms also exist. Rocket engines are
in a group have maximum exhaust velocities, are the lightest, and are the least energy efficient of
all types of jet engines. The rockets are powered by exothermic chemical reactions of the rocket
propellant used.
Gas velocities from 2 to 4.5 kilometers per second can be achieved in rocket nozzles. The
nozzles which perform this feat are called DE Laval nozzles and consist of a convergent and
divergent section. The minimum flow area between the convergent and divergent section is
called the nozzle throat. The flow area at the end of the divergent section is called the nozzle exit
area from where the gases at their maximum possible releases from the engine.
Figure 1.1: Viking 5C rocket engine manufactured by France, Spain, Italy & Germany, adapted
from Url-1.
Hot exhaust gases expand in the diverging section of the nozzle as the mach no. increases from
1.The pressure of these gases will decrease as energy is used to accelerate the gas to high
velocity. The nozzle is usually designed in such a way that the exit area is large enough as well
as the divergent part is long enough such that the pressure created in the combustion chamber is
reduced at the nozzle exit. It is under this condition that thrust is maximum and the nozzle is said
to be adapted, also called optimum or correct expansion. The basic equation of thrust used is as
follows:
(1.1)
Where
F = Thrust
q = Propellant mass flow rate
Ve = Velocity of exhaust gases
Pe = Pressure at nozzle exit
Pa = Ambient pressure
Ae = Area of nozzle exit
The product qVe is called the momentum, or velocity, thrust and the product (Pe-Pa)Ae is called
the pressure thrust. Here it can be seen that Ve and Pe are inversely proportional, that is, as one
increase the other decreases. If a nozzle is under-extended we have Pe & gt Pa and Ve is small.
For an over-extended nozzle we have Pe & lt Pa and Ve is large. Thus, momentum thrust and
pressure thrust are inversely proportional and, as we shall see, maximum thrust occurs when
Pe=Pa.
Figure 1.2: Action of exit pressure and atmospheric pressure on nozzle surface.
1.1Terminologies used in rocket engines
1. Solid-propellant rocket motor is basically the rockets which use solid propellant.
2. Liquid rockets (or liquid-propellant rocket engine) which uses one or more types of liquid
propellants that are held in tanks prior to burning.
3. Hybrid rockets are the rockets that contain solid propellant in combustion chamber and a
second liquid or gas propellant is added to permit it to burn.
4. Thermal rockets are rockets where the propellant is inert, but is heated by some power source
that can be as solar or nuclear power or beamed energy.
1.2 Principle of operation
Rocket engines produce thrust by creating a high-speed fluid exhaust. This fluid is generally
always a gas which is created by high pressure (10-200 bar) combustion of solid or liquid
propellants, consisting of fuel and oxidizer components, within a combustion chamber. The fluid
exhaust is then passed through a supersonic propelling nozzle which uses heat energy of the gas
to accelerate the exhaust gases to a very high speed, and from the Newtons third law the
reaction to this pushes the engine in the opposite direction.
In rocket engines, high temperatures and pressures are highly desirable for good performance as
this permits a longer nozzle to be fitted to the engine, which gives higher exhaust speeds, as well
as giving better thermodynamic efficiency.
The insulation is used to prevent it from heat produced from the gases. Small pieces of the
insulation get very hot and break away from the nozzle. As they are blown away, heat is carried
away with them.
1.3.2 Liquid Propellant Rocket
Liquid propellent is the other kind of propellant used in rocket engines. Liquid propellant can be
either pumped or fed into the engine by pressure. Liquid propellant engines are more complicated
as compared to solid propellant engines. Liquid propellants have separate chambers for the
storage of fuel and oxidizer.
The fuel used in liquid propellant rockets are generally kerosene or liquid hydrogen and the
oxidizer used is liquid oxygen these are combined before ignition inside a cavity known as the
combustion chamber. In this the propellants burn and build up high temperatures and pressures.
The gases expand and escape through the nozzle. To get the most power combustion must be
proper. Fuel is injected through the small nozzles present in the combustion chamber.
Combustion chamber operates under high pressures therefore the propellants are forced inside.
Weight is one of the most important factor in any rocket. If the rocket is heavy then it will require
more thrust for the lift off. Due to pumps and hozes these engines are more heavy and complex
then solid propellant rocket engines. Weight can be decreased by making the nozzle walls with
lighter metal but it should not be thin as the high temperature gases will melt the walls to prevent
this cooling system is used.
Figure 1.3: Solid Propellant Rocket and liquid propellant rocket respectively.
A solid-fuelled rocket engine operates in the same way as liquid propelled rocket engine, except
that the fuel and oxidants are pre-mixed in solid form, and are contained within the combustion
chamber.
Nozzles which are used for feeding hot blast into a blast furnace are called tuyeres.
diameter in the direction of the flow) or divergent (expanding from a smaller diameter to a larger
one).Convergent part of the nozzles accelerates subsonic fluids. If the pressure ratio of the nozzle
is high enough the flow will reach sonic velocity at the narrowest point (i.e. the nozzle throat).
This condition of the nozzle choked condition.
On increasing the nozzle pressure ratio further will not increase the throat Mach number beyond
unity. Downstream flow is free to expand to supersonic velocities. Divergent nozzles slow fluids,
if the flow is subsonic, but accelerate sonic or supersonic fluids.
Convergent-divergent nozzles can therefore accelerate fluids that have choked in the convergent
section to supersonic speeds. This process is more efficient than allowing a convergent nozzle to
expand supersonically externally. The shape of the divergent section also ensures that the
direction of the escaping gases is directly backwards, as any sideways component would not
contribute to thrust.
2.1.3 Propelling nozzles
A jet exhaust produces a net thrust from the energy obtained from combusting fuel which is
added to the inducted air. This hot air is passed through a high speed nozzle, a propelling nozzle
which drastically increases its kinetic energy.
For a particular mass flow, greater thrust is obtained with a higher exhaust velocity, but the best
energy efficiency is obtained when the exhaust speed is well matched with the airspeed.
However, no jet aircraft can maintain velocity while exceeding its exhaust jet speed, due to
momentum considerations. Supersonic jet engines, like those employed in fighters & commercial
aircraft (e.g. Concorde), need high exhaust speeds. Therefore supersonic aircraft use a
convergent divergent nozzle despite weight and cost penalties. Subsonic jet engines employ
relatively low, subsonic, exhaust velocities. They thus employ simple convergent nozzles. In
addition, bypass nozzles are employed giving even lower speeds.
Rocket motors use convergent-divergent nozzles with very large area ratios so as to maximize
thrust and exhaust velocity and thus extremely high nozzle pressure ratios are employed. Mass
flow is at a premium since all the propulsive mass is carried with vehicle, and very high exhaust
speeds are desirable.
= V A= constant.
II Conservation of Momentum:
For subsonic flow (M<1), increase in area (dA>0) causes flow velocity to decrease (dV<0)
For supersonic flow (M>1), increase in area (dA>0) causes flow velocity to increase (dV>0)
3.3 Tsiolkovosky equation
The accelerating force is represented by Newtons law as:
In the above equation, the thrust of the rocket is expressed in terms of the mass flow rate, m, and
the effective exhaust velocity,
So, the resulting formula which tsiolkovsky obtained for the vehicle velocity v is
Here M0is the mass of the rocket at ignition (initial), and M is the current mass of the rocket
s the exhaust velocity.
This is the simple formula is the basis of all rocket propulsion. The velocity increases with time
as the fuel burned.
Figure 3.1: Graph of Tsiolkovskys rocket equation with initial and final mass ratio.
The rocket equation shows that the final speed depends upon only on two factors which are the
final mass ratio and the exhaust velocity. It does not depend on the thrust, size of the rocket
engine and also on the time of rocket burns or any other parameter.
From the above graph, it is inferred that the rocket can travel faster than the speed of its exhaust.
The fact is that the exhaust is not pushing against anything at all, and once it has left the rocket
engines nozzle has no effect on rocket. All the actions take place inside the rocket where a
constant accelerating force is being exerted on the inner walls of the combustion chamber and
the inside of the nozzle. This implies that the speed of the rocket depends on magnitude of the
exhaust velocity but it can itself be much greater.
3.4 Specific Impulse: Specific impulse (abbreviated Isp) is a way to describe the efficiency of
rocket and jet engines. It represents the impulse per unit amount of propellant used.
The equation for specific impulse is:
I sp
Ve
g
(3.8)
Where,
Ve = the exhaust velocity of the spacecraft (m/s).
g = Acceleration due to gravity.
The higher the specific impulse, the less propellant is needed to gain a given amount of
momentum.
Vexhaust ln
M initial
M final
(3.9)
where
Minitial : The initial mass of the space vehicle
Mfinal : The final mass of the space vehicle.
As specific impulse goes down, so does Delta V.
a)
b)
Figure 4.1: p-V diagram for a heat engine,adapted from Gas dynamics by Rathakrishnan
Figure: (a) From 1 to 2 the fuel-air mixture is being compressed; then after ignition, it expands at
constant pressure from 2 to 3as the piston moves downward. This is followed by adiabetic
expansion, 3 to 4, as the gas does further work and cools. The final stroke, 4 to 1, shows the gas
being exhausted at constant pressure.
Figure: (b) Rocket engine analogue to the internal combustion engine. There is no inlet stroke, as
the rocket operates in a continuous manner.
The thermodynamics of the exhaust nozzle play a very important role in the performance
characterstics of the spacecraft.
From Thermodynamic relations:
ve
2 JQ
(4.1)
Where v e =exhaust velocity of the gas, J = mechanical equivalent of heat, Q = amount of heat
liberated in kJ / g of reaction product.
It is possible to derive a better equation for the isentropic expansion of gases in order to form a
better equation for the exhaust velocity of the gas.
pv
RJ
T
M
(4.2)
ve
(4.3)
2J (H c H )
Hence, by using the above equations with the ideal gas equation, the stream velocity of the
exhaust gas is found to be:
v2
2
1
p c vc 1
P
Pc
(4.4)
Where
Pc is pressure of the main chamber
P is the gas pressure at that instant
Vc is the volume of the main chamber and,
is the latent heat of vaporization
Through the values presented above, it is possible to examine the stream velocity of the
spacecraft and thus the performance of the spacecraft. This provides the means to alternate the
design of the spacecraft where necessary.
If the velocity of the exhaust gas equation is written in the best possible way so that the final
velocity of the spacecraft can be seen, then give:
ve
R
Tc 1
1M
2J
Pe
Pc
(4.5)
Where,
ve = speed of the gas at the exhaust point,
Pe= gas pressure at the exhaust,
Tc =Temperature of the combustion chamber.
From the Tsiolkovskys equation, the maximum velocity of the spacecraft as the function of the
velocity of the exhaust gas can be defined as:
V max v e ln
m
mo
(4.6)
Thus, by combining equations, it is possible to get an equation for the maximum velocity of the
spacecraft:
Vm ax
2J
R
Tc 1
1M
Pe
Pc
ln m / mo
(4.7)
The above figure represents the action of the gas pressure on the combustion chamber and the
exhaust nozzle; this force which accelerates the rocket. It also shows the reaction of the walls of
the combustion chamber and the exhaust nozzle acting on the gas contained by them, which is the
force that accelerates the exhaust gas.
The force accelerating the exhaust gas is equal to the surface integral of the pressure, taken over
the whole inner surface of the chamberand nozzle.
The gas flowing through the nozzle is forced by the pressure gradient from the combustion
chamber to the exit. At any point in the nozzle, the pressure upstream is greater than the pressure
downstream. The net accelerating force acting on the shaded portion is
( . )
Where A is the cross-sectional area at any given point, and the pressure gradient is dp/dx.
Thrust is the combination of effective exhaust velocity and the actual mass flow in the exhaust
i.e. F=mve, m is the mass flow rate and ve is the effective exhaust velocity. This effective
velocity is the combination of true velocity of the exhaust gases, effect of atmospheric pressure
and pressure of the exhaust stream, besides this true velocity also includes the conditions like the
temperature and pressure in the combustion chamber.
The energy released by the chemical reactions in the combustion chamber is represented by the
conditions of the chamber i.e. its pressure and temperature. This energy is converted into
velocity while expanding through the nozzle. The expanding gases produce the accelerating
force to the exhaust gases as reaction from nozzle wall. As a result the thrust developed is mostly
due to the nozzle. Thrust equation relates all the aspects like true exhaust velocity, combustion
chamber pressure and atmospheric pressure.
The accelerating force from eqn. 5.1
F=
There is another force called retarding force acts other than this, it can be seen in Figure 5.2
(5.3)
The atmospheric pressure is the main reason for the retardation, so net force is
(5.6)
Substituting the value of
(5.11)
There is a sensor present in the chamber that helps in measuring the temperature of the chamber.
The temperature has nothing to do with the design of the chamber but it depends on propellant
mixture. As the temperature of the exhaust depends on degree of expansion (i.e. nozzle design) it
is difficult to measure it.
Equations for adiabatic or isentropic expansion:
(5.12)
(5.13)
Where is the ratio of specific heat of the exhaust gases at constant pressure to that at constant
volume, for air, its value is 1.3 at normal temperature and pressure (NTP).
Relation of specific heat, gas constant and molecular weight of exhaust gases:
(5.14)
Where R is universal gas constant and M is the molecular weight of the exhaust gases.
Substituting for Te and cP, velocity can be expressed by:
(5.15)
The ratio (pe/pc)(-1)/ is the expression for temperature difference in terms of pressure difference
between entrance (i.e. combustion chamber) and exit of nozzle.
For a perfect nozzle pe is zero in vacuum. The maximum value of exhaust velocity is
(5.16)
This equation demonstrates the most efficient rocket as in which delivers maximum thrust in
vacuum since thrust is proportional to exhaust velocity. Figure 2 shows this example.
Figure 5.4: Gas velocity as a function of pressure ratio, adapted from Rocket and Spacecraft
Propulsion Martin J L Turner Third edition
Velocity has strong dependency on for small values of but as the value of approaches 1 then
whole expression tends to infinity. The velocity is directly proportional to combustion
temperature. Velocity also depends on molecular weight of gases exiting nozzle but inversely
which is indirectly or in latter stages helps in selection of optimized propellant. If the operating
temperature can be kept high then low molecular weight propellants can be used as they are of
significant advantage. For a rocket engine the most needed significant performance indicator.
5.3 Mass Flow Rate
Now mass flow rate is the only left term in the thrust equation i.e. m. This depends on the
conditions in nozzle and combustion chamber. Mass flow rate will be determined by the pressure
difference between entry and exit of nozzle together with the cross sectional area.
As all the propellant that enters the system has to exit under steady flow so the mass flow ret will
remain constant throughout nozzle.
Figure 5.5: Mass flow in the nozzle, adapted from Rocket and Spacecraft Propulsion Martin J L
Turner Third edition
(5.23)
Density in the combustion chamber can be expressed as:
(5.24)
The above value of can be substituted in mass flow equation
(5.25)
(5.26)
Mass flow rate per unit area of cross section of the nozzle is not a constant value.
This is shown in Figure 5.6.
Figure 5.6: Variation of flow density through the nozzle, adapted from Rocket and Spacecraft
Propulsion Martin J L Turner Third edition
Figure 5.6 shows the working of rocket nozzle. The flow density first increases and then
decreases. The flow density starts decreasing as soon as the pressure reaches 60% the value of
pressure in the combustion chamber.
Ideal cross section area of the nozzle for any pressure is:
(5.27)
(5.29)
Differentiating the equation of mass flow rate per unit cross sectional area (Throat area):
(5.30)
Figure 5.7 shows the velocity and density of the flow at throat.
Figure 5.7: Area, velocity and flow density relative to the throat values as a function of the
pressure ratio, adapted from Rocket and Spacecraft Propulsion Martin J L Turner Third edition
Since mass flow rate is constant everywhere so this expression can also be used
(5.31)
The thermodynamic thrust equation is the result of substitution of values of velocity and mass
flow rate in expression (2.6):
(5.32)
This is the full thermodynamic thrust equation of rocket containing Newtonian thrust (due to
mass ejection), accelerating force (due to static pressure) and retarding force (due to atmospheric
pressure).
Role of geometry comes into play after the proper conditions are reached. As per the dimensions
(i.e. Length & Shape) of the nozzle appropriate exit profile can be achieved as seen in Figure 6.2.
There are many equations that are used to find out the nozzle geometry. These equations are as
follows:
(3.1)
Fthrust
Ve
Ae
At
At
1
1
Pc
Ae
re2
Ac
3 At
M
Ru Tc
(3.4)
Exit Area of the Nozzle
(3.5)
rt
rc
Ldn
Lcn
Lc
At
Ac
Combustion radius
Ae
1
tan
Ac
1
tan
At L*
rc2
(3.8)
Diverging Nozzle Length
(3.9)
Length of the Converging Nozzle
(3.10)
Length of the Combustion Chamber
6.2 Nozzle Geometry: By using the above parameters the geometry of the nozzle in Gambit is as follows:
As seen from the above figure that there is an increase in the velocity value at the throat which is
shown in the graph at x = 0.5. After that by following the supersonic properties the value
gradually increases to 10,000 m/s at the exit which is approximately 60% increment.
Enthalpy contour and Plot
Enthalpy is defined as the measure of the total energy of a thermodynamic system. It includes the
internal energy, which is the energy required to create a system, and the amount of energy
required to make room for it by displacing its environment and establishing its volume and
pressure. It is positive for endothermic reactions and negative for exothermic reactions
(Ref...wikipedia.org). Therefore in the rocket engine the heat is liberated therefore the above
graph and contour are verified.
Pressure contour and plot
As seen from the above figure that the pressure value till x = 0.5m is gradually decreasing as the
fluid the fluid velocity is increasing and then there is sudden drop of pressure at x = 2.01m as
there is a sudden expansion and velocity is increased drastically.
Total temperature contour and plot
As the wall temperature is 1000k the fluid near the wall has a higher temperature than the fluid
near the centre. This is due to the heat exchange between solid and fluid.
Now as the contours and plots of the standard nozzle are obtained, changing the configuration of
the nozzle changes the efficiency. This can be evaluated by comparing the graphs and contours
of the standard nozzle with the changed configurations. Some of the configurations are as
follows: 7.2 Configuration1.
In this configuration the convergent radius is increased from 0.11m to 0.22 m. Apart from the
convergent area other configurations are same as above. The contours and plots are as follows: Velocity contour and plot
In the above figure it is clearly seen that there is a formation of viscous sub layer at the wall and
due to friction there is an increment in temperature and at the end of divergent part due to sudden
expansion in velocity there is a rise in temperature.
7.3 Configuration 2.
In this configuration the throat radius is increased from 0.064m to 0.08m.All the other
dimensions are same. The graph and contours are as follows: -
In this configuration the velocity at the throat is increased (as seen in contour) and before the exit
there is a sudden increment of velocity, but at the exit the velocity is slightly decreased. The
increment in the velocity is approximately 50% but the exit velocity is lesser as compared to the
standard configuration.
Total Temperature contour and plot
In the above contour it is seen that there is an increment of viscous sub layer as due to friction
the temperature is transferred more to the fluid flowing in the nozzle. The initial and final
temperatures are approximately same.
In this configuration the inlet pressure is lesser as compared to the standard nozzle that means the
inlet velocity is high. But at the throat the pressure drop is more which means the throat velocity
is higher.
Enthalpy contour and plot
On comparing the total enthalpy with the standard configuration due to increase in throat area the
enthalpy is increased at the throat as well as divergent part.
7.4 Configuration 3.
In this configuration the radius of the throat is reduced to 0.04 m and other specifications are
same as standard configurations.
Velocity contour and plot
In this configuration the velocity is suddenly increased at the throat from 6000m/s to 10000 m/s
due to throat properties and then the velocity suddenly increases to 12000 m/s before the throat at
x = 2.01m and then reduces to 10500m/s (approx.) at the exit.
In this configuration the temperature at the throat suddenly increases to 1100k as the throat area
is very small, therefore there is a complete transfer of temperature due to friction to the air at the
centre at the throat area.
Enthalpy contour and plot
Here the enthalpy is suddenly dropped at the throat region and after the throat it increases
slightly which means that the phenomenon of total energy which has to be converted into work is
not been done. Also at x=2.01m again enthalpy is decreasing.
The total pressure is drastically decreasing at the throat area and then slightly increasing till
x=2m which shows that there may be a sudden expansion. The decrement in pressure is
approximately 240%.
7.5 Configuration 4.
In this configuration the exit radius is increased to 0.76m. It is increased from 0.56m which is in
standard nozzle. Apart from this all the other dimensions are same.
Velocity contour and plot
In this configuration the enthalpy is maximum in the convergent area of the nozzle. As moving
forward towards the exit area the enthalpy decreases and due to larger divergent area there is a
sudden drop in enthalpy just before the exit.
7.6 Configuration 5.
In this configuration the exit radius is increased to 0.36m. It is increased from 0.56m which is in
standard nozzle. Apart from this all the other dimensions are same.
In this configuration as the divergent nozzle area is lesser as compared to standard nozzle the
increment of velocity is very large. The inlet velocity is 4770m/s and the exit velocity is
1100m/s. The increment is approximately 130% .
Total Temperature contour and plot
In this configuration, at the throat area there is a gradual decrease in pressure which shows that
the velocity is gradually increased in the converging zone. This defines that the fluid is following
the supersonic flow properties. There is also a sudden decrement in pressure which shows an
expansion .The total decrement in pressure is approximately 57%.
Here there is a sudden increment in temperature at the throat as the heat transfer is more at the
throat region. The overall increment in temperature is 50k.
Here there is a gradual decrement in enthalpy similarly to the pressure. At the throat region the
enthalpy is gradually decreased and a sudden decrement at x = 1.8m. The decrement is due to the
drastic expansion fan formation which increases the velocity and decreases the pressure and
enthalpy.
8. CONCLUSION
Configuration 1
As the inlet area increases the increment in velocity at throat is less as compared to original
configuration. In the divergent part of the nozzle the abrupt increment is more as compared to
original configuration but the velocity at the exit is less as compared to the original. The viscous
heating at throat is less as compared to the original configuration. The decrement in pressure in
convergent part is gradual as compared to the original configuration. Overall change in enthalpy
is same but in divergent section more energy is converted into work as compared to original
nozzle.
Configuration 2
There is not much change in velocity but the velocity at the exit is slightly less than the original
configuration. The viscous heating is less as compared to the original nozzle. There is not much
change in the pressure and enthalpy curves.
Configuration 3
When the throat area is decreased the change in velocity at throat is more as compared to the
original configuration. Viscous heating after throat is more as compared to the original
configuration. The decrement in pressure in converging section is more abrupt near the throat as
compared to the original configuration. There is sudden decrement of enthalpy at throat i.e. more
work can be drawn from energy at throat.
Configuration 4
On increment in exit area the change in velocity at throat is more as compared to original
configuration. The viscous heating at the walls near the exit is more as compared to the original
configuration. There is more pressure decrement at throat as compared to the original
configuration and there is less efficiency in terms of pressure. Enthalpy is more or less same as
the pressure.
Configuration 5
On decreasing the divergent area the increment in velocity is comparatively less as compared to
the original nozzle. At throat there is less heat transfer & less viscous heating. Pressure is gradual
walls of divergent part and also there is less decrement in convergent part. Near the exit area
more energy is converted into work.
Configuration 6
All the other parameters are almost same as the original configuration but there is less viscous
heating and the velocity at the exit point is less as compared to the original nozzle.
By studying all the configurations on the basis of velocity and temperature contours & their
respective plots the original configuration is appropriate and better than other configurations.
This can be concluded on the basis that where there is less viscous heating the velocity at the exit
is lesser than the original configuration and where the exit velocity is equal or more as compared
to the original nozzle the viscous heating is also more. For optimum performance the viscous
heating should be less and the velocity change from inlet to outlet should be more. The original
configuration is having maximum difference in velocities from inlet to outlet with lesser viscous
heating effects.
REFERENCES