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SOLID PROPELLANT ROCKET MOTOR NOZZLE HEAT TRANSFER MODEL

VERIFICATION

Conference Paper · September 2012

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 SOLID PROPELLANT ROCKET MOTOR NOZZLE
HEAT TRANSFER MODEL VERIFICATION
SAŠA ŽIVKOVIĆ
Military Technical Institute, Belgrade, sasavite@yahoo.com

RADOSLAV SIROVATKA
Military Technical Institute, Belgrade, radesirovatka@sezampro.rs

NIKOLA GLIGORIJEVIĆ
Military Technical Institute, Belgrade, nikola.gligorijevic@gmail.com

SREDOJE SUBOTIĆ
Military Technical Institute, Belgrade, sredoje.subotic@gmail.com

STEVAN KOZOMARA
Military Technical Institute, Belgrade, kozomara@open.telekom

MOMČILO NIKOLIĆ
Military Technical Institute, Belgrade, mocamirin@gmail.com

Abstract: Heat transfer is one of the most important and complex rocket motor design task. Physical process of heat
transfer is unsteady and complex itself and solid propellant rocket motor constructive and technological specificity
additionally complicate design. Active thermal protective materials with ablative reaction mechanism are frequently in
use, and the motor parts are geometrically complex and made from diverse materials. All this factors are leading to
calculation with numerical methods, and one of them is described in this paper. A simple measurement is conducted to
improve calculation reliability and for results verification.
Key words: heat transfer, rocket motor, cfd, experiment.

1. INTRODUCTION 2. COMBUSTION PRODUCTS FLOW

Heat transfer calculation is one of the most significant
rocket motor design process. According to released heat,
thermal loads are extremely large, and thermal insulation
is frequently necessary in the motor combustion chambers
and nozzles. In high temperature conditions, large thermal
dilatations are present, and also the motor’s parts
mechanical characteristics decreases. These occurrences
are very important in the motor design process, and they
are directly dependent from them temperature field. This
is the reason why precise heat transfer calculation is
necessary.
Solid propellant rocket motor examination is conducted
for heat transfer calculation verification. It is applied the
motors surface temperature measuring technique with
thermal camera.
Comparing measured and calculated temperatures is
stated good agreement, and conclusion can be made that
complete temperature field in the parts structure is
properly calculated.
CALCULATION
First of all, released propellant’s heat amount depends on
combustion products thermal and flow characteristics.
The dominant characteristic is combustion temperature,
which depends on the propellants energy potential.
Temperature has strong influence on flow parameters,
particularly on flow velocity.
The products flow parameters, like velocity field,
boundary layers and turbulence characteristics, can be
reliable calculated, even in complex flow domains. This
can be achieved by using some of computational fluid
dynamic methods (CFD), like is described in [1]. Input
parameters for this calculation are the products thermo-
physical characteristics, the motor internal ballistics
parameters and geometry.
The most important products thermo-physical
characteristics are combustion temperature, molecular
weight, viscosity, specific heat and thermal conductivity.
Some of these characteristics dependence from flow

1
temperature can be obtained by thermo-chemical
calculation, based on propellants chemical composition
[2]. In this examination is used double-based propellant
with combustion temperature Tc = 2300 K, and molecular
weight M = 23.5 kg/kmol. Specific heat, thermal
conductivity and viscosity change versus temperature is
shown in picture 1.
Picture 1. Thermo-physics characteristics of combustion
products – specific heat, thermal conductivity and
dynamic viscosity.
Necessary internal ballistics parameters for this
calculation can be defined with mass flow rate or total
pressure on flow domain inlet surfaces. These parameters
can be determined by internal ballistics calculation [3] or
can be measured in experiments. Turbulence parameters
are also important, and they can be obtained by
semiempirical equation [4]. These parameters are
imported in calculation like boundary conditions.
Picture 2. Rocket motor used in experiment.
The motor geometry is shown in picture 2. Flow
parameters depend from domain geometry. Nozzle throat
area defines combustion chamber pressure; nozzle
geometry defines flow parameters on exit area and from
space complexity depend flow losses, turbulence intensity
and boundary layer characteristics.
Totality of these input characteristics defines the products
flow parameters in the flow domain: velocity, pressure,
temperature, density, turbulence parameters etc. With
obtained flow field, heat transfer calculation can be
conducted for separated parts or for whole motor.
2
3. HEAT TRANSFER CALCULATION
Rocket motor heat transfer has been object of extensive
research in past century. To present time, it is
accumulated enough knowledge so this process can be
quality mathematically modeled, and obtained complete
design methods.
All three types of heat transfer are present in rocket
motors:
− Conduction through the products and the motor parts,
− Convection from the products to inner motor walls, and
from outer walls to surrounding air,
− Radiation from the products to inner motor walls and
from outer walls to the atmosphere.
Conduction is diffusion type process of heat transfer
trough material, solid or fluid, which is conditioned by
material properties – thermal conductivity, specific heat
capacity and density. Conduction calculation always
comes to solving of energy conservation equation (first
law of thermodynamics). In this equation conduction is
diffusion term which contributes to energy change
proportionally to temperature difference and thermal
conductivity [1].
Convection is more complex process, which mainly
depends from flow parameters. As mentioned, CFD
methods enable precise flow and turbulence parameters
calculation in boundary layers, which are necessary for
convection coefficient calculation.
The motor examination is conducted in static experiment.
It is assumed that convection is natural from nozzles outer
walls, and is adopted recommended convection
coefficient α = 50 W . Convective heat fluxes though
mK
outer walls are proportional to wall and atmosphere
temperature difference ΔT = Tz − Tat :
q = α ΔT (1).
A radiation model in rocket motors is also described in
[1]. In the nozzle flow, radiation on inner surfaces can be
neglected because of lower products temperature and
smaller space. Radiation from the outer nozzle surface is
more intense when they reach higher temperatures. In
examined motor this is the case because exit area of
nozzle is without thermal insulation and reaches more
then 1100 K. Radiation heat flux from these surfaces can
be calculated as:
T
4
qz = ε c0 ⎛⎜ z ⎞⎟ (2),
⎝ 100 ⎠
where: ε and co – surface emissivity coefficient and black
body coefficient [4].
4. NOZZLE PARTS CHARACTERISTICS
The parts conduction calculation precision depends on
available material thermo-physics characteristic accuracy.
These characteristics are thermal conductivity and
specific heat functions of temperature k(T) and cp(T). For
many materials used in rocket industry these
characteristics are published or available from
manufacturers. The motors nozzle parts materials scheme
is shown in picture 3.
Picture 3. Nozzle parts material.
Some nozzle parts have function of thermal insulation,
like intake, which is made from composite material AG-
4V. This material has ablative property. Behavior of this
material is very complex, and extensive research is
required in order to model heat transfer in they presence.
Part of the material is evaporating with temperature
increase, using part of absorbed heat. In dependence of
the products abrasive effect and heat load duration,
compact carbonized layer is forming. Density and thermal
conductivity is decreasing in that layer and its thickness is
increasing during the motor work. For calculation in this
example is used research [5], which give quantitative
assessment of ablative process effect on thermo-physics
characteristic (picture 4).
Picture 4. AG-4V material effective specific heat and
thermal conductivity change vs. temperature.
5. NOZZLE SURFACE TEMPERATURE
MEASURING
For the motor parts surface temperature measuring is used
thermal camera FLIR. The camera can capture the frame
of whole motor, and record all surfaces temperature
change. Range of temperature is up to 550ºC. The camera
speed is up to 30 frames per second, witch is enough
3
according to process dynamic. Used resolution is
1167×613 pixels. Examples of characteristic frames are
given in picture 5.
Picture 5. Thermal camera frames before, on the end and
after motor work.
There was problem with the camera sensor saturation, in
first examinations. The motors combustion products jets
temperature is much higher then camera limit and sensor
protection stops recording, until jets despairs. Recording
continues after that.
The cameras software enables plotting temperature
diagrams for chosen control points. In figure 6 are shown
position of those points. The software calculates change
of temperature for chosen pixels in every frame, and
generates diagrams. Sample of those diagrams are shown
in picture 10, together with calculated values.
Picture 6. Part of frame with control points position.
6. MEASUREMENTS AND CALCULATION
RESULTS COMPARATION
The control point’s positions are identified according to
nozzle geometry. They positions are defined in
calculation geometry model, like is shown in figure 7.
The geometry model is segregated from the motor in
order to calculate only the nozzle heat transfer. In this
calculation is neglected conduction trough separation
plane, what will be discussed later.
The geometry model (fig. 7) corresponds to real geometry,
but some simplifications were made. Contacts between the
parts surfaces are not ideal, and always exists gaps. These
gaps can significantly change heat transfer effects. During
the motor work, because of thermal dilatations, the gaps
mainly disappear, and this effect deteriorates.
Picture 7. Calculation geometry model with control
points and the products velocity contours, at 0 second.
More significant simplification is neglecting the gaps in
threaded connection, between the nozzle body and top
(picture 3). This gaps results with more intense heat flux
reduction. It is possible to calculate even this effect, but size,
position and shape of gaps in threads are random, so must be
taken in consideration like statistics value. Effect of this
simplification will be considered during the results analysis.
Before heat transfer calculation it is conducted stationary
calculation of the products flow, because process of
establishing flow field is mach faster then heat transfer.
When the flow field is established, unsteady calculation
starts with initial condition for temperature of 300 K in all
nozzle parts. Calculation was conducted with time step of
0.1 second and with variable total pressure at inlet,
according to values measured in combustion chamber in
experiment (picture 10). The products velocity contours in
first moment are shown in picture 7. In picture 8 are
shown temperature contours in 0.1 s.
Picture 8. Temperature contours in flow field and the
nozzle parts at 0.1 second.
The motor stops after 4 seconds, and flow domain can be
deactivated. For the nozzle parts thermal conductivity
4
calculation, only the energy equation is necessary. On the
nozzles inner surfaces is set zero heat flux boundary
condition. This is acceptable approximation, because
interior of rocket motor have accumulated heat and high
surface temperature long time after burn out. From that
reason convection and radiation from nozzles inner
surfaces are negligible.
The nozzle parts temperature contours are shown in
picture 9, at 100 s from calculations start. The highest
temperature is in the throat and the exit cone, and slowly
equals in all parts in same time deteriorates with laws
defined by (1) and (2).
Picture 9. Temperature contours in the nozzle parts at
100th second.
In picture 10 are given calculated and measured diagrams
of temperature change in control points.
In first 4 seconds, during the motors work the camera
stops recording. Diagrams in that period are straight lines
between values before and after pause. Also control
points T1 and T2 reaches temperature higher then
cameras limit, in first 30 seconds. Anyway from the rest
of diagrams in these points, conclusions can be made
about results matching.
In points T1 and T2, in the first part of the process,
calculation gives about 100 K higher temperatures. In the
last part of the process calculation and measurement
agrees perfectly. As mentioned, disagreement in the first
part appears because of the threads gaps neglecting. The
gaps influence decreases because of the thermal
dilatation. The top of the nozzle worms up faster and
during expansion fills up gaps. This is the case with all
gaps, but it is the most influential in the threads areas.
The calculation is more uncertain in points T3 to T6,
because that parts of nozzle has ablative insulation
(picture 3). Like is mentioned, thermo-physics
characteristics of this material are not precisely
determined, and this calculation shows some
incorrectness in used functions. In the first part calculated
temperatures are slightly lower then measured, and in the
last part higher. Temperature of the motors aft closure is
lower then the nozzle, as can be seen on picture 5. This
means that exist heat transfer trough segregation plane,
witch is neglected in calculation. Because of that reason,
calculation gives little higher values of temperature in
points T5 and T6.
 Picture 10. Parallel diagrams of measurement (Sp) and calculation (T) temperature for control points in first 55 and 150
seconds; and pressure diagram (Pc).
7. CONCLUSION
In this paper is described finite volumes method for
heat transfer calculation in rocket motor. This method
has advantage because of accurate combustion
products flow calculation ability, and this is one of the
most important preconditions for quality heat transfer
calculation. Second important advantage is possibility
for complex geometry heat transfer calculation, what is
necessary in many practical cases.
In order to verify calculation a simple measurement
technique is conducted. Solid propellant rocket motor
outer surface temperature was measured with thermal
camera. This contactless measurements technique is
very efficient, with short preparation period and whole
visible objects surface measurement.
Applied measurement technique is sensitive on rocket
motor jets radiation, witch can temporary deactivate
the camera. This can be overrun using camera with
high temperature ability, or using deflectors against
undesirable radiation.
Measured and calculated temperatures have good
agreement, despite several simplifications. Firstly, gaps in
threaded connections between the motor elements have
notable influence on heat transfer. Secondly, calculation
domain can be reduced, but appropriate boundary
condition must cover influences of omitted regions.
Great importance has accuracy of thermo-physics
characteristics for applied materials, primarily thermal
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conductivity. Behavior of ablative thermal insulation
material isn’t accurately defined, so are used effective
functions for thermal conductivity and specific heat.
These functions aren’t universal, so they can be used
only in similar conditions. For other geometry and
work parameters they must be specially determined.
References
[1] Živković, S.: Prilog modeliranju prenosa toplote u
raketnom motoru, Eaborat VTI-03-01-0840, VTI,
Beograd, 2006.
[2] Filipović, M., Kilibarda, N.: The Calculation of
Theoretical Energetic Performances of Composite
Rocket Propellants, J. Serb. Chem. Soc., 2001,
Vol.66 (2), 107-117.
[3] Živković, S.: Metode proračuna potiska u procesu
optimizacije sistema upravljanja vektora potiska,
Jugoslovenski komitet za eksplozivne materije,
Bar, 2004.
[4] Добровольски, М.: Жидкостные ракетные
двигателеи, Москва, 1968.
[5] Pavlović, P., Hrabar, J.: Ispitivanje ablacionih
karakterist. kompozitnih termozaštitnih materijala
na bazi fenolformaldehidnih smola, XIV
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