doi: 10.5028/jatm.v10.

914 ORIGINAL PAPER

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Modeling and Analysis of a LOX/Ethanol

Liquid Rocket Engine
Fábio Antônio da Silva Mota1, José Nivaldo Hinckel2, Evandro Marconi Rocco2, Hanfried Schlingloff3

How to cite
Mota FAS http://orcid.org/0000-0003-3672-0547 Mota FAS; Hinckel JN; Rocco EM; Schlingloff H (2018)
Modeling and Analysis of a LOX/Ethanol Liquid Rocket Engine.
Hinckel JN http://orcid.org/0000-0002-0171-2697
J Aerosp Techno Manag, 10: e3018. doi: 10.5028/jatm.
Rocco EM http://orcid.org/0000-0003-0660-0587 v10.914.
Schlingloff H http://orcid.org/0000-0003-1806-9113

ABSTRACT: This work studies the performance and dry mass of the under development LOX/Ethanol L75 liquid rocket engine. To
this end, an object-oriented program written in C++ was developed. The program is intended to be versatile and easily extensible in
order to analyze different configurations of liquid rocket engines. The UML (Unified Modeling Language) tool is used to model the
architecture of the codes. UML diagrams help to visualize the code structure and the communication between objects, enabling
a high degree of abstraction. The cryogenics Vulcain and HM7B engines power cycles along with the staged-combustion SSME
engine perform the verification of the codes. Finally, the influence of changes in design parameters on the performance and dry
mass of the L75 rocket engine is analyzed.

KEYWORDS: Liquid rocket engines, Ethanol, Modeling.

INTRODUCTION

A liquid rocket engine can be divided into feed system and thrust chamber assembly. The feed system is responsible to lead the
propellants to the thrust chamber providing enough pressure energy to overcome all pressure losses in the lines and components and
reaching the established combustion chamber pressure. To provide such pressure energy, pressure-fed and turbopump fed system
are the options available for launch vehicles technology. The turbopump assembly (TPA) is designated to delivery the required
energy to the propellants. Although many configurations of turbopump fed cycle can be found in the literature, most of them are
derived from the traditional gas generator cycle (GG), staged combustion (SC), and expander cycle (EC). Another way to categorize
the engine cycles is based on the turbine and thrust chamber arrangement. In other words, the cycles can be classified as open or
closed. In an open cycle, the turbine is in parallel with the thrust chamber, and the drive gases are either dumped overboard or
injected in the divergent section of the nozzle.
The Brazilian space program has been aimed at launch vehicles using solid propellants with launch capability limited to a few
hundred kilograms into Low Earth Orbit (LEO). To enlarge the launch envelope and also to improve the launch injection accuracy,
rocket engines driven by liquid propulsion are not an option, but a must. A program for the development of a liquid rocket engine
is currently being carried out at the Brazilian Aeronautics and Space Institute (IAE) in cooperation with the German Aerospace

1.Universidade Federal do ABC – Centro de Engenharia, Modelagem e Ciências Sociais Aplicadas – Departamento de Engenharia Aeroespacial – Santo André/SP
– Brazil | 2.Instituto Nacional de Pesquisas Espacias – Departamento de Engenharia e Tecnologia Espacial – São José dos Campos/SP – Brazil | 3.Ostbayerische
Technische Hochschule Regensburg – Department of Mechanical Engineering – Regensburg – Germany.
Correspondence author: Fábio Antônio da Silva Mota | Universidade Federal do ABC – Centro de Engenharia, Modelagem e Ciências Sociais Aplicadas – Departamento
de Engenharia Aeroespacial | Av. dos Estados, 5001 | CEP: 09.210-580 – Santo André/SP – Brazil | E-mail: mota.fabio@ufabc.edu.br
Received: Mar. 8, 2017 | Accepted: Jul. 11, 2017
Section Editor: Carlos Marchi

J. Aerosp. Technol. Manag., São José dos Campos, v10, e3018, 2018
 Mota FAS; Hinckel JN; Rocco EM; Schlingloff H
02/17
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Center (DLR), to be used in the upper stage of the Brazilian launch vehicle. The idea is to replace the last two solid stages
of the VLS-1 launch vehicle by a single liquid rocket stage. The LRE, named L75, will be capable of reaching a thrust range of
(75 ± 5) kN using the propellants combination LOX/Ethanol. During the simulations and trade-off studies phase, the availability
of a versatile tool for this purpose is very useful. One of the most important and robust tools for vehicle/propulsion analysis was
developed when the German Aerospace Center (DLR) and NASA combined computer codes to provide a capability to optimize
rocket engines cycles and its parameters, as well as launch vehicles, considering the coupling between them. In many publications
you can find applications of this tool (Manski and Martin 1990; 1991; Goertz 1995; Manski et al. 1998; Burkhardt et al. 2002;
2004; Sippel et al. 2003; 2012).
The aim of this paper is to give a preliminary analysis of the L75 rocket engine operating at design and off-design conditions.
To this end, an object-oriented program written in C++ capable of analyzing multiple configurations of liquid rocket engines is
developed. Another purpose of this paper is to present a detailed description of the main components (design equations, main
parameters, restrictions, etc.) and the physical laws necessary to balance any power cycle.

COMPONENTS MODELING

The common components for most of the turbopump-fed liquid rocket engines (LRE) are pumps, turbine(s), valves, pipes, and
thrust chamber. Depending on its configuration, a gas generator (for gas generator cycle), a pre-burner(s) (for staged combustion
cycle) and booster-pumps can be found as well. This section presents the modeling of the main components of a liquid rocket
engine that will be used to model the power cycle. In addition to the design equations, the design parameters, limitations and
restrictions of each component are discussed.

TURBOPUMP
The turbopump assembly (TPA) is required when it is desired a higher pressure in the combustion chamber, i.e., when we are
dealing with launch vehicles. Usually if the density of the propellants are relatively close, an arrangement with single shaft TPA
can be applied. However, if the propellants have strongly different densities, as the case of the LOX/LH2 combination, a dual shaft
TPA – a TPA with two turbines with configurations working in series or in parallel – is required. There is still a configuration using
gear case, which implies in a more complicated design, then, a single shaft TPA is commonly preferred.

Pump
For space application, weight is a key parameter,
æ p sov 2centrifugal
ö pumps
æ p are vpreferred
2 (1)
ö because they can handle a large amount
H p = çç + + z ÷÷ - çç + + z ÷÷
of mass flow rate. Nevertheless, axial and mixed è rgpumps
0 2 g 0are used.
ø disch argThe
e èrequired
rg 0 2 gpump
0
mass flow is parameterized by the engine
ø inlet
design parameters: thrust, effective exhaust velocity, mixture ratio, and propellant densities. Assuming steady flow, the pump basically
increases the Bernoulli head between the pump inlet and exit (Eq. 1) (White 1998):
where: Hp = pump head riseæ p(m); gv02 = standard
ö gravitational
æ p acceleration
ö (= 9.81 m / s2). (1)
v2
H p = çç + + z ÷÷ - çç + + z ÷÷ (1)
For a liquid rocketè rengine
g 0 2 gthe
0 termsø disch arg rg 0 side,
inetheè right 2 g 0 related
ø inlet to kinetic (v2 / 2g0) and

potential energy (z), can be neglected, so the net pump head is essentially equal to the change
where: Hp = pump head rise (m); g0 = standard gravitational acceleration (9.81 m / s2).
in pressure
where:
For a liquid rocket engine head
Hp = pump (Eq. rise
head
the terms 2):
in the g0 =side,
(m);right standard gravitational
related to kinetic acceleration
(v2/2g0) and(= s2). (z), can be neglected, so
9.81 m /energy
potential
the net pump head is essentially equal to the change in pressure head (Eq. 2): 2
For a liquid rocket engine the terms in the right side, related to kinetic (v / 2g0) and

p - phead
potential energy (z), can be neglected, so the net pump is essentially equal to the change(2)
Hp = d i
(2)
g0 r
in pressure head (Eq. 2):

where: pd = discharge pressure (Pa); pi = inlet pressure (Pa); ρ = density of the working fluid
J. Aerosp. Technol. Manag., 3 dos Campos, v10, e3018, 2018
(kgSão/ m
José
). The required pump power is givenpby-(Humble
pi et al. 1995): (2)
Hp = d
g0 r
 where: pd = discharge pressure (Pa); pi = inlet pressure (Pa); ρ = density of the working fluid

(kg / m3). The required pump power is given byp(Humble

- pi et al. 1995): (2)
Hp = d
g0 r
Modeling and Analysis of a LOX/Ethanol Liquid Rocket Engine
xx/xx
03/17
where: pd = discharge pressure (Pa); pi = inletg pressure
mH
! p (Pa); ρ = density of the working fluid
(3)
Pp = 0
(kg / m3). The required pump power is given byη(Humble
p et al. 1995):
where: pd = discharge pressure (Pa); pi = inlet pressure (Pa); ρ = density of the working fluid (kg/m ). The required pump power
3

is given by (Humble et al.P1995):

where: = pump power (J / s), m! = propellant mass flow rate (kg / s); η = efficiency (-).
p

The required pump power is a key parameter g mH ! p to balance the cycle. Since Eq. (3) was (3)
Pp = 0 (3)
where: h = enthalpy (J / kg). ηp
derived for incompressible flow, substantial deviations from the predictable values can be found
A similarity parameter that characterizes pumps and influences the pump’s hydraulic
where:a P .
p = pump power (J / s), ism! applied
= propellant mass flow rate η = efficiency
(kg / s);(e.g., (-).
where: Pp = pumpwhen
power relatively
(J/s), m = high pressure
propellant mass flow rateto(kg/s);
a low density propellant
η = efficiency (-). liquid hydrogen)
efficiency ηp is the stage-specific speed Ns (Eq. 5) (Humble et al. 1995):
The required pump
as willpower
be is ain
Theseen key
requiredtheparameter
pump fortothe
resultspower balancekeythe
is aVulcain cycle.
parameter
and Since
SSME Eq. (3)engines.
to balance
rocket wascycle.
the derived
ForSincefor incompressible
thoseEq. (3) was
cases, the flow, substantial
deviations from the predictable values can be found when a relatively high pressure is applied to a low density propellant (e.g.,
derived
pump for incompressible flow,insubstantial deviations from∆h the predictable values can be found
liquid hydrogen) as willpower
be seen caninbe
thecalculated
results for terms
the of enthalpy
Vulcain and SSMEchange rocket(Eq. 4): For
engines. those cases, the pump power can be
N r density
Q (5)
calculated in termswhen
of enthalpy change
a relatively high∆hpressure
(Eq. 4):is applied to a low propellant (e.g., liquid hydrogen)
Ns = 0.75
( H p / n)
as will be seen in the results for the Vulcain and m! DhSSME rocket engines. For those cases, (4) the
where: h = enthalpy (J / kg). Pp = (4)
pump power can be calculated in terms of enthalpy
h p change ∆h (Eq. 4):

where: A Nrsimilarity parameter

= rotational speedthat
of thecharacterizes
pump (radpumps/ s); Qand influences
= volume the rate
flow pump’s
(m3 hydraulic
/ s); n =
where: h = enthalpy (J / kg).
efficiencyofηpump
number p is the stage-specific speed Ns (Eq. 5) (Humble et al. 1995):
stages (-). In thisand
work, them!efficiency of the 5
pump isefficiency
a parameter
A similarity parameter that characterizes pumps influencesDhthe pump’s hydraulic ηp isgiven
the by
(4)stage-specific speed
Pp =
Ns (Eq. 5) (Humble h
theetuser.
al. 1995):
Using N , White et al. (1995) present a method
s
p
to easily estimate pump’s efficiency.

Nr Q
Turbine (5)
Ns = 0.75
(5)
( H p / n) 5
The turbine is a device that extracts energy from a flowing working fluid, which can

be combustion
where: Nr = rotational speed ofgases from (rad/s);
the pump a gas generator,
Q = volume a pre-burner,
flow rate or(meven
3
/s); nwarm gases of
= number leaving
pumpthe stages (-). In this
work, the efficiency of the pump
where: N is a parameter given by the user. Using N , White et al. (1995) present a method to easily estimate
r = rotational speed of the pump (rad / s);s Q = volume flow rate (m / s); n =
3
cooling jacket in an expander cycle. For an auxiliary turbopump arrangement, hydraulic
pump’s efficiency.
number of
turbines, pump
which stages
derive (-). In this
its energy fromwork,
liquidthe efficiency
propellant of the from
coming pumptheis amain
parameter
pump, given by
can also
Turbine Ns,there
thefound.
be user. Using
Ideally, White areettwo
al. (1995) present
types of a method
axial-flow to easily
turbines estimate
of interest pump’spump
to rocket efficiency.
drives:
The turbine is a device that extracts energy from a flowing working fluid, which can be combustion gases from a gas generator,
a pre-burner, or even warm
impulse gases leaving
turbines the cooling
and reaction turbines. TheTurbine
jacket in an expander
power cycle. can
of the turbine For be
an determined
auxiliary turbopump
by (Eq. arrangement,
hydraulic turbines, whichThederive its energy
turbine from liquid
is a device propellant
that extracts coming
energy fromfrom the main
a flowing pump,fluid,
working can also be found.
which can Ideally, there
6):
are two types of axial-flow turbines of interest to rocket pump drives: impulse turbines and reaction turbines. The power of the
be combustion
turbine can be determined by (Eq.gases
6): from a gas generator, a pre-burner, or even warm gases leaving the

cooling jacket in an expander cycle. For an auxiliary turbopump arrangement, hydraulic

(6)
PT = hT m
! T Dh (6)
turbines, which derive its energy from liquid propellant coming from the main pump, can also
where PT = turbine power (J/s).
be found.
where Ideally, there
Pratio are(Jtwo types of axial-flow turbines of interest to rocket pump drives:
The turbine pressure T = turbine power
is defined as (Eq./ s).
7):
impulseThe
turbines
turbineand reaction
pressure turbines.
ratio Theaspower
is defined of the turbine can be determined by (Eq.
(Eq. 7):
pTi (7)
6):
pTr = (7)
pTd

where: pTrwhere: pTr

= turbine pressure ratio;pressure
= turbine and the indexes Ti, and
ratio; and theTdindexes Ti, andinlet
refer to turbine Td refer
and turbine discharge,
to turbine inletrespectively.
and turbineIf we assume
that the specific heat cp and the ratio of specific heats γ arePconstant ! Dh the expansion of gases, the power(6)
T = hT mTduring of the turbine can
discharge, respectively.
be given in an alternative form (Eq. 8): If we assume that the specific heat c p and the ratio of 6specific heats γ

are constant
where Pduring the power
T = turbine expansion
(J / s). of gases, the power of the turbine can be given in an
J. Aerosp. Technol. Manag., São José dos Campos, v10, e3018, 2018
The(Eq.
alternative form turbine
8): pressure ratio is defined as (Eq. 7):
 discharge, respectively. If we assume that the specific heat cp and the ratio of specific heats γ

are constant during the expansion of gases, the power of the turbine can be given in an

alternative form (Eq. 8):

Mota FAS; Hinckel JN; Rocco EM; Schlingloff H
04/17
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é æ 1 ö (g -1) / g ù (8)
PT = hT m! T c pTi ê1 - çç (g÷÷-1) / g ú (9) (8)
éê æ è1pTrö ø ù ú
C0 = 2c pTi êë1 - ç ÷
çp ÷ ú û
êë úû
è Tr ø
where: Ti is the turbine inlet temperature.
In this work, the parameters ∆h, cp, and γ from Eqs. 6 and 8 are calculated using the well-known CEA program (Gordon and
where
McBride 1994; Ti isHowever,
1996). the turbine inletprogram
the CEA temperature.
can beBooster
used only for a gas turbine driven by gases from combustion. For example,
Turbopump
in the expander cycle, the turbines are driven by hot gases from the heat exchanger, and booster pumps can be driven by hydraulic
In this
turbines, thus in these work,
In
cases a fewthe
only 6parameters
applications,
Eq. ∆h, the
in order
can be used and and gcavitation
,enthalpy
c pprevent
to from
changeEqs. 6beand
in the
will main8pump,
are calculated
a parameter an increase using
given by theinuser.the
As well as the pump
pump hasinleta pressure
parameter can(stage-specific
be carried out.speed) that
To this canthe
end, be propellant
used to estimate its efficiency,
tanks pressure can bethe turbine has the
well-known CEA program (Gordon and McBride 1994; 1996). However, the CEA
theoretical gas spouting velocity C0 (m / s). A method to estimate the efficiency of the turbine based on C0 is presented program in Humble
increased, or an auxiliary turbopump can be installed. The first option implies an extra
et al. (1995). The spouting velocity derived from enthalpy drop is defined as that velocity which will be obtained during an
can be used only for a gas turbine driven by gases from combustion. For example, in the
isentropic expansion of the gas
structural from
mass the tanks.
of the turbine
So,inlet conditions
in order to thethe
to minimize turbine exit static
structural mass, pressure
the secondat approach
the rotor blade inlet (Eq. 9)
(Humble etexpander
al. 1995; Huzel and Huang 1992):
cycle, the turbines are driven by hot gases from the heat exchanger, and booster
is usually chosen. According to Sutton and Biblarz (2010), a typical booster-turbopump can

pumps can be driven by hydraulic turbines, thus inæ these

(g -1cases (9)
provide about 10% of the required pump épressure ù only
örise, then
)/g
1
Eq. 6pump
the main can be usedbe
would and the
C0 = 2c pTi ê1 - çç ÷÷ ú (9)
p
êëapplications
è Tr ø of úûbooster-turbopumps can be seen
enthalpyresponsible for the
change will be remaining 90%.given
a parameter Important
by the user.
in the American Space Shuttle Main Engine (SSME) and the Russian RD-170.
As well as the pump has a parameter (stage-specific speed) that can be used to
Booster Turbopump Booster Chamber
Turbopump
Thrust
In a few applications,
estimate in order to prevent
its efficiency, cavitation
the turbine hasinthe
the theoretical
main pump, an gasincrease
spoutingin pump inlet pressure
velocity C0 (m /can s).beAcarried out.
To this end, the propellant TheIn athrust
tanks few applications,
chamber
pressure can be in orderconsists
assembly
increased, toorprevent
an of cavitation
combustion
auxiliary inchamber,
turbopumpthe main pump,
cannozzle
be an increase
and igniter.
installed. Inin option implies an
The first
method
extra structural masstoofestimate
pump theinlet
tanks. the efficiency
So, in
pressure order of theout.turbine
to carried
minimize
canpropellants
be basedmass,
theTostructural
this C0 second
on the is presented
approach inisHumble
usually et al. According
can bechosen.
the thrust chamber, the that come fromend,
the the
feedpropellant
system are tanks pressure
injected, atomized,
to Sutton and Biblarz (2010), a typical booster-turbopump can provide about 10% of the required pump pressure rise, then the main
(1995). mixed
The
pump would be responsible
spouting
increased, or anvelocity
andforburned auxiliary derived
turbopump
to turn into
the remaining 90%.
from
hotImportant
gases thatenthalpy
can be drop
areinstalled.
ejected
applications
The
at is first
of high
defined
option
speeds. asimplies
By
booster-turbopumps
thatprinciple
the velocityof which
an extra
can be seen in the American
Space Shuttle Main Engine
structural (SSME)
mass ofandthethe Russian
tanks. So, inRD-170.
order to minimize the structural mass, the second approach
will be obtained during
conservation an isentropic
of energy, expansion
it can be understood thatofinthe
the gas
thrustfrom the occurs
chamber turbinea conversion
inlet conditions
of to
is usually chosen. According to Sutton and Biblarz (2010), a typical booster-turbopump can
random
THRUSTthe CHAMBER
turbine exitmotion
static of the molecules
pressure at theatrotor
high blade
speeds inlet
(heat)(Eq.
into an9) ordered
(Humble stream of 1995;
et al. gas at high
Huzel and
The thrust chamber assembly
provide about consists
10% ofof combustion
the required chamber,
pump nozzle
pressure and
rise, igniter.
then In
the the
main
speed (kinetic energy). The thrust equation can be derived from Newton’s Second Law, which thrust
pump chamber,
would the propellants that
be
come fromHuang 1992):
the feed system are injected, atomized, mixed and burned to turn into hot gases that are ejected at high speeds. By
responsible
states that forfor
anthe remaining
inertial 90%.frame
reference Important netapplications
thethat force of booster-turbopumps can be seen
the principle of conservation of energy, it can be understood in theisthrust
equal to rate of change
chamber occurs of momentum
a conversion of random motion
of the molecules at(product
high
in thespeeds
of the velocity and mass). In a rocket, the flow of gases from combustion causes a equation can be
American(heat) into
Space an ordered
Shuttle Main stream
Engine of gas
(SSME) at high
and thespeed (kinetic
Russian energy).
RD-170. The thrust
derived from Newton’s Second Law, which states that for an inertial reference frame the net force is equal to rate of change of
reaction Thrust Chamber
momentum (product of theforce (thrust)
velocity andonmass).
the structure, thus (Eq.
In a rocket, 10): of gases from combustion causes a reaction force (thrust)
the flow 7
The thrust chamber assembly consists of combustion chamber, nozzle and igniter. In
on the structure, thus (Eq. 10):
where: F = thrust force (N); ve = nozzle exit velocity of gases (m / s). ve can be estimated by
the thrust chamber, the propellants that come from the feed system are injected, atomized,
F = hch ne [m! ve + ( pe - pa ) Ae ] (10) (10)
applying an energy balance (Eq. 11):
mixed and burned to turn into hot gases that are ejected at high speeds. By the principle of
where: F = thrust force (N); ve = nozzle exit velocity of gases (m / s). ve can be estimated by applying an energy balance (Eq. 11):
conservation of energy, it can be understood that in the thrust chamber occurs a conversion of
2 8 (11)
random motion of the molecules atvehigh
= vspeeds
i + 2(h(heat)
i - he ) into an ordered stream of gas at high (11)

speed (kinetic energy). The thrust equation can be derived from Newton’s Second Law, which
Another way to estimate the thrust force can be achieved by the main rocket performance parameters, namely: specific impulse,
Another way to estimate the thrust force can be achieved by the main rocket
states characteristic
effective exhaust velocity, that for an inertial reference
velocity, frame the
and thrust net forceFor
coefficient. is equal to rate
example, ofspecific
the change of momentum
impulse Isp (s), which is defined
performance
as the total impulse (product parameters,
per unit weight namely:
of the propellant specific impulse, effective exhaust velocity, characteristic
of the velocity and mass).for
Insteady flow,
a rocket, thecan
flowbe of
given as (Eq.
gases from12):
combustion causes a
velocity, and thrust coefficient. For example, the specific impulse Isp (s), which is defined as
reaction force (thrust) on the structure, thus (Eq. 10):
theSão
J. Aerosp. Technol. Manag., total impulse
José per v10,
dos Campos, unite3018,
weight2018
of the propellant for steady flow, can be given as (Eq. 12):

F = hch ne [m! ve + ( pe - pa ) Ae ] (10)

F (12)
 performance parameters, namely: specific impulse, effective exhaust velocity, characteristic

velocity, and thrust coefficient. For example, the specific impulse Isp (s), which is defined as

the total impulse per unit weight of the propellant for steady flow,
Modeling and can be ofgiven
Analysis as (Eq. Liquid
a LOX/Ethanol 12): Rocket Engine
05/17
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F (12)
I sp = (12)
g 0 m!

GAS GENERATOR OR PRE-BURNER

The gas generator and the pre-burner operateGas exactly in the same
Generator way. They are responsible to burn an amount of propellant
or Pre-burner
in order to drive the turbine(s) by means of gases from combustion. The difference between them is that the gas generator is
The gas generator and the pre-burner operate exactly in the same way. They are
applied for open cycle engines, while the pre-burner performs a first stage of combustion, i.e., this mixture is not dumped off, but
completely burnedresponsible
in the combustion chamber.
to burn an amount of propellant in order to drive the turbine(s) by means of gases
To obtain the properties of the gases from combustion, the CEA program is used. However, it is important to point out that
from combustion. The difference between them is to
Themolecules
injector is responsible
that the gasthe
accelerate
generator is applied small
propellants through
for open
holes
CEA does not work properly with long organic when used in fuel rich application. This problem wasinalso
orderverified
to by
Kauffmann et al. (2001), and a method
cycle engines, waspre-burner
whileatomize
the presented to circumvent
performs a firstthis limitation.
stage of combustion, i.e., this mixture is
them inside the combustion chamber. As a rule thumb, the pressure drop across

not dumped off, butThecompletely

injector head
injector isburned
∆p in the
inj is some
responsible combustion
topercentage
accelerate of chamber.
thethe chamber pressure
propellants (Eq. 13)
through small (Humble
holes et al.to1995):
in order
INJECTOR HEAD
The injector is responsible to accelerate
To obtain thethem
atomize the propellants
properties
inside of combustion
the the gases through from small
chamber. holes
combustion,
As in the
a rule order totheatomize
CEA
thumb, pressurethem
program is
drop inside
across the combustion
used.
chamber. As a rule thumb, the pressure drop across injector head ì0.∆p 20 p c ,isifsome
unthroattl ed
percentage of the chamber pressure (Eq. 13)(13)
(Humble
inj chamber pressure (Eq. 13) (Humble et al. 1995):
However, it injector head ∆pto
is important is someout
inj point percentage
that ïCEA of thedoes not work properly with long organic
et al. 1995): D p inj = í 0 .30 p c , if throattle d
ï .05 p , if pintle - type
molecules when used in fuel rich application.î 0This problem
c was also verified by Kauffmann et
ì0.20 p c , if unthroattled
unthroattled
(13)
al. (2001), and a method wasDpresented ï
pinj = í 0.to 30 circumvent
p c , ifif throattled
throattle this
d limitation. (13)
Some amount ï 0.05of pressure drop is desirable to isolate chamber-pressure oscillations
î Injectorp c , if pintle
pintle-type
Head - type
from the feed system, reducing coupling between the combustion chamber and the feed

system.
Some amount of pressure drop is Some
desirableAn
to alternative
amount isolate relation
drop can
chamber-pressure
of pressure be given as isolate
(Eq. 14)chamber-pressure
oscillations
is desirable to (Kesaev
from theand Almeida
feed 2005):
system, reducing coupling
oscillations
between the combustion chamber and the feed system. An alternative relation can be given as (Eq. 14) (Kesaev and Almeida 2005):
from the feed system, reducing coupling between the combustion chamber and the feed
9
system. An alternative ì
ïrelation
0.8 ´ 10can
2
bepgiven
10 , if as (Eq.
liquid
liquid 14) (Kesaev
propellant
propellant and Almeida 2005): (14)
c
Dpinj = í 2 (14)
ï
î 0.4 ´ 10 10 p c , if gas propellant
propellant

ì 2
ï0.8 ´ 10 10 p , if liquid propellant (14)
where: pc is given in (Pa). Dpinj = í c

where ï 10 2 10
î p0c.4is´ given inp(Pa).
c , if gas propellant
A detailed modeling of the injector is not within the scope of this
A detailed modeling of the injector is not within the scope of this work. Only the pressure drops, which can be user defined
work.
or given by the correlations above (rough Only the pressure
estimation), are ofdrops, which
interest can work.
in this be user defined or given by the correlations above

where pc (rough estimation),

is given in (Pa). A are of interest
detailed in thisofwork.
modeling the injector is not within the scope of this
HEAT EXCHANGER
the propellant overboard. Because of such Heatnormally
Exchanger
The heat exchanger work.
(or cooling Only the pressure
system) drops,
is responsible toa high
which can bespeed,
absorb user
heatdefined
fromorthe a walls
givensmall portion
by the
of of thrust
correlations
the thrust above
chamberis in order to
prevent the wall material fromAlthough
change phase, The heat
i.e., exchanger
theinterest
material (or cooling
can system)
be melted is responsible to absorb heat from the
used andofefficient
walls
generated. (rough estimation), are of
the propellant in this
remains work.
unburned, the or even propellant
heated evaporated.can Thegive most very
for a LRE is the regenerative cooling systemthe thrustwhere
chamberthe working fluid
in order toHeat (usually
prevent the wallthematerial
fuel) exchanges
from changeheat from
phase, i.e.,the
thethrust
materialchamber
Exchanger
reasonable values of specific impulse, therefore the negative impact on
and then the fluid is burned in the combustion chamber. With this cooling system all heat absorbed can be used for purposes the overall specific
Thecanheat
be melted
exchangeror evencooling
evaporated. Theismost used and to efficient for from
a LRE iswalls the regenerative
of propulsion, hence the name regenerative. Another(or common system) responsible
cooling system is the
impulse is little, if any (Pavli and Curley 1996). According to Humble et al. (1995), pressure
absorb
so-calledheat dumpthecooling, of which drop off

at supersonic speeds the propellant

the thrust cooling
overboard.
chamber system where
inBecause
order to ofthe
such
preventworking wallfluid
a high
the (usually
speed,
material fromthe
normally fuel)
change exchanges
a small
phase, portion heatmaterial
i.e., the offrom
thrustthe is
thrust
generated.
drops remains
Although the propellant in the cooling
unburned,jacketthe Δpheated
cool can propellant
vary between can 10%
give and
very 20% of the chamber
reasonable values ofpressure
specific pimpulse,
c. therefore
chamber
can be melted and then
or even the fluidThe
evaporated. is burned in the
most used andcombustion
efficient forchamber.
a LRE With
is thethis cooling system all
regenerative
the negative impact on the overall specific impulse is little, if any (Pavli and Curley 1996). According to Humble et al. (1995),
Then, for preliminary heatanalysis,
absorbed the
canauthors
be usedsuggest
for (Eq. of
purposes 15):propulsion, hence the name regenerative. Another
pressure drops in the cooling cooling
jacket Δp system
cool
where
can vary the working
between fluid
10% (usually
and 20%the of fuel) exchanges
the chamber heat
pressurefrom pthe
c
thrustfor
. Then, preliminary
analysis, the authors suggest (Eq. common cooling system is the so-called dump cooling, which
15): and then the fluid is burned in the combustion chamber. With this cooling system all
chamber drop off at supersonic speeds

heat absorbed can be used for purposes

Dpcool =of propulsion,
0.15 pc (15)
hence the name regenerative. Another (15)
10
common
In Kesaev and Almeida (2005) cooling system
the following is the so-called
correlations dump(Eq.
are found cooling,
16): which drop off at supersonic speeds

In Kesaev and Almeida (2005) the following correlations are found (Eq. 16):
J. Aerosp. Technol. Manag., São10
José dos Campos, v10, e3018, 2018

ì(0.25 - 0.30) p c , if p c < 80 MPa (16)

 Dpcool = 0.15 pc (15)

Mota FAS; Hinckel JN; Rocco EM; Schlingloff H

06/17
xx/xx In Kesaev and Almeida (2005) the following correlations are found (Eq. 16):
gas generator cycle, the stagnation pressure drop of the propellants between the pump

discharge and the combustion chamber is the sum of pressure drop (16)in pipes, valves, elbows,
ì(0.25 - 0.30) p c , if p c < 80 MPa (16)
Dp cool = í
gas generator cycle, thesystem
cooling stagnation
(for theîpressure
(0.30 drop
- 0.35
fuel), , ifof
p c >the
) p cinjectors
and propellants
80(Eqs.
MPa between the pump
17 and 18).
discharge
In this work, and
Δpcool is an the
inputcombustion chamber
parameter given by theisuser,
the but
sumif no
of input
pressure dropit in
is given, willpipes, valves,
be used elbows,
a simple relation function
of the chamber pressure as the ones previously presented.
In this work, Δpcool is an input parameter given by the user, but if no input is given, it
cooling system (for the fuel), and injectors (Eqs.- 17
p pump pc and
= Dp18). (17)
,f f ,lines + Dp f ,valves + Dp f ,cool + Dp f ,inj
will be used a simple relation function of the chamber pressure as the ones previously
PIPE SYSTEM: FEED LINES
gas generator cycle, AND VALVES pressure drop of the propellants between the pump
the stagnation
presented.
The feed system is responsible to conduct the propellants to the thrust chamber providing enough pressure energy to overcome
gaslosses
generator
discharge and
thethecycle,
andpthe
combustion stagnation
chamber pressure
is,linesthe+ D pdrop
sum ofDp
of pressure the propellants
drop inf ,injpipes,between
valves, the (ppump
elbows,
(17)
all the pressure in lines pump , f - p c =
components Dpreaching
and the
p pump - p+c Lines
f ,established + D+pD
= Df p,combustion pochamber pressure ). The required (18)
,valves + Dp o ,inj
f Pipe System: ,o Feed oand
,lines Valves
valves cool c
pump discharge pressure is determined from the chamber pressure and the hydraulic losses in valves, lines, cooling jacket, and
discharge
cooling and (for
system the combustion
the fuel), andchamber
injectors is(Eqs.
the sum 17 and of 18).
pressure drop in pipes, valves, elbows,
injector head. To obtain the rated flow The feed
at the system
rated is responsible
pressure, an additional to conduct the propellants
adjustable pressure drop to theforthrust
a flowchamber
orifice is usually
included, which permits
cooling a calibration
system (for adjustment
the fuel), or change
andpressure
injectors in the
(Eqs. to17 required
and 18). feed pressure (Suttonlossesandin Biblarz 2010).
and For a gas
providing enough
p pump
Relations pc =are
,o -that
energy
Dpfunctions overcome
o ,lines + Dpof +allDpthe
chamber
o ,valves
pressure
o ,pressure
inj can estimate the(18)
the lines
pressure drops in the
generator cycle, the stagnation pressure drop of the propellants between the pump discharge and the combustion chamber is the
components and reaching the established combustion chamber pressure (pc). The required
sum of pressure drop in pipes, valves, elbows,
rightp side pcooling
- the
pump , f of Dpsystem
c =equations.
(for
Dp fthe
f ,lines + Kesaev
fuel),
+ Dand
,valves and
injectors
pAlmeida
f ,cool + D(2005)p f (Eqs.
,inj
17 and 18).
present (17) relation for the
the following
pump discharge pressure is determined from the chamber pressure and the hydraulic losses in
Relations that p pump
are functions pc =ofDchamber
, f - through p the p f ,valveslines
+ Dpressure Dp(Eq.
+can + Dpthe
festimate
(17)
f ,inj pressure drops in the (17)
pressure drop f ,lineshydraulic ,cool19):
valves, lines, cooling jacket, and injector head. To obtain the rated flow at the rated pressure,
right side of the equations.pKesaev and=Almeida
pump ,o - p cpressure
Dpo ,lines +(2005)
Dp valvespresent
+ Dp inj the following relation for(18)the (18)
an additional adjustable drop for ao ,flow orificeo ,is usually included, which permits a

pressure drop through p pump,o -or

the hydraulic pchange
Dpino ,lines
c =(Eq.
lines + Dpo,valves
19):required (18)
+ Dpo ,inj (Sutton and Biblarz 2010). For
calibration adjustment the
linesDpfeed =pressure
(0.05 - 0.1) p
c
a (19)
Relations that are functions of chamber pressure can estimate the pressure drops in the right side of the equations. Kesaev and
Relations
Almeida (2005) present that arerelation
the following functions of chamber
for the pressure
pressure drop canthe
through estimate thelines
hydraulic pressure drops in the
(Eq. 19):
11
right sideRelations that are functions
of the equations. Kesaev
and for duct
ofpchamber
and
D Almeida
gas (section
pressure
(0.05(2005)
lines =between- 0turbinecan estimate
.1) ppresent
c and the
the pressure
following
thrust chamber
drops
relation forin(19)
for a closed
the
theengine (19)
cycle) (Eq.
right side
pressure of through
drop the equations. Kesaev and Almeida (2005) present the following relation for the
20): the hydraulic lines (Eq. 19):
and for duct gas (section between turbine and thrust chamber for a closed engine cycle) (Eq. 20):
pressure
and dropgas
for duct through thebetween
(section hydraulic lines (Eq.
turbine and 19):
thrust chamber for a closed engine cycle) (Eq. (20)
gas ì 0.025 p c
Dp duct = í (20)
20): Dplines 15(0p.c05
î0.= , for
for 0distributi
.1) pc on
- distribution grid
grid (19)

Dplines = (0.05 - 0.1) pc (19)

(20)
In this paper, all pressure drops
gas ì
through 0.025
the feed p c are user input, but if no value is given, the simple relations previously
system
Dp duct =í
presented are
andassumed.
for ductBecause
gas (section î0.lack
of the 15 pof
c , data
between for distributi
about the
turbine on grid
feed system dimensions, asuch as length of pipes, number of elbows,
In this paper, all and thrust
pressure chamber
drops throughfor theclosed engine
feed system cycle)
are user(Eq.
input, but if no value
and so on, a detailed modeling of the feed system is out of scope of work.
and for duct gas (section between turbine and thrust chamber for a closed engine cycle) (Eq.
20): is given, the simple relations previously presented are assumed. Because of the lack of data
20):
In this paper, all pressure drops (20)
MASS MODELING gas
about 025 p cthrough
ì the feed0.system
the feed
dimensions, system
such are user
as length input, number
of pipes, but if noofvalue
elbows, and so on, a
Dp duct = í
is given, the simple 0.15 p c , for
îrelations 0distributi
previously
.025 on grid are assumed. Because of the lack of data
p presented
(20)
ì modeling
detailed of the feed system is out of scope of work.
gas
Dp duct
There are numerous relations =forí estimating engine cand stage mass in the literature. Most of them are based on historical
0.15 p(1979),
see inîFelber c , for distributi on(2005)
grid and Ernst (2014) in turn taken from Zandbergen (2013).
about
and empirical data,the feed
as we cansystem dimensions, such as length
Schlingloff of MASS
pipes, MODELING
number of elbows, and so on, a
The mass and dimensions of existing and historical liquid rocket systems (excluding tanks) correlate well with thrust magnitude.
detailedInanalysis,
From mission-level this paper,
modeling weof all
thepressure
know feedmuch
how drops
system is through
thrust out
weof thesofeed
scope
need, system
of work.
we can easilyare user input,
estimate systembut
mass if (Humble
no valueet al. 1995).
Using a database withIn51thisLRE, Castellini
paper, (2012) analyzed
all pressure drops linear, quadratic,
through theare
feed power
systemlaware
anduser
logarithmic
input, curves. The best resulting
is given, the simple relations previously
MASS presented
MODELING assumed. Because of thebutlackif no value
of data
regression in terms of quadratic fit error for each technology were implemented within the propulsion models. Another way to
is
estimate theaboutgiven,
engine mass
the theis to
feed simple
system relations
calculate previously
from empirical
dimensions, aspresented
models
such the mass
length ofare
of assumed.
the
pipes,main Because
components
number of the
of
of elbows, theandlackso of
engine, and
on,data
then
a to 12make
use of regression techniques to fit a curve to data obtained from historical rocket engines. Considering propellant type, feeding
about
detailed
cycle, chamber the feed
modeling
pressure, system
of the
and nozzle dimensions,
feed system
expansion such
ratio,is out asof length
Schlingloffscope ofwork.
of
(2005) pipes, number
proposed of elbows,
the model showed inand Eq. so
21: on, a

detailed modeling of the feed system is outMODELING

of scope of work. 12
MASS
J. Aerosp. Technol. Manag., São José dos Campos, v10, e3018, 2018

MASS MODELING
 regression techniques to fit a curve to data obtained from historical rocket engines.

Considering propellant type, feeding cycle, chamber pressure, and nozzle expansion ratio,

Schlingloff (2005) proposed the model showed in Eq.Modeling

21: and Analysis of a LOX/Ethanol Liquid Rocket Engine
xx/xx
07/17

meng = 1.34(mtp + mvalve + minj + mcc + mne ) (21) (21)

0.178 0.148 0.73 (22)
mtp = r PT
ktp
where: mtp = Cpropellant · Ctp (F · pc)0.71; mvalve = 0.02 (F · pc)0.71; minj = 0.25 F0.85; mcc = 0.75 F0.85; mne = εF (0.00225 Cnozzle +
Cnozzle))/pmc. tpCpropellant
(0.225 – 0.075 where: = 0.19,·ifChigh
= Cpropellant energetic
tp (F · pc)
0.71 propellant, and 0.11, if low
; mvalve = 0.02 (F · pc)0.71;energetic propellant.
minj = 0.25 Ctpcc==0.5,
F0.85; m if boost-pumps,
0.75
and 1.0, if no boost-pumps. Cnozzle = 1.0, if regenerative cooling, and 0.0, if dump cooling. The mass has dimensions of kilograms, the
0.85
vacuum thrustFF of;the mne
where:
engine= kεF (0.00225
tpis=specified Cnozzle
1, if no boost-pumps,
in kN + (0.225
and the chamber 0.075 pCnozzle
and 2, if–boost-pumps.
pressure c
)) In
in bar. pc. model,
/ this Cpropellant = 0.19,ratio
the mixture if high
rc has no influence.
Thus, in order to take it intoThis account, we can replace the turbopump equation with a more generic
equation is valid for power varying between 300 and 6 × 10 kW. As the 4equation (Eq. 22) (Felber 1979):
energetic propellant, and 0.11, if low energetic propellant. Ctp = 0.5, if boost-pumps, and 1.0,
turbopump mass equation was modified,0.the (22)
178correction factor in Eq. 21 is no longer valid.
if no boost-pumps. Cnozzle = 1.0, if regenerative
mtp = rcooling,
PT and 0.0, if dump cooling. The mass
0.148 0.73
(22)
ktp
To determine a new correction factor, the rocket engines HM7B, HM60, Le-5, J-2, H-1, and
has dimensions of kilograms, the vacuum thrust F of the engine is specified in kN and the
RS-27 were considered
where: ktp = 1, if no boost-pumps, (Table 1). The correction factor was determined by linear regression of
and 2, if boost-pumps.
chamber pressure pc in bar. In this model, the mixture ratio rc has no influence. Thus, in order
This equation iswhere:
valid
the kfor power
tp =
actual varying
1, if no
values of between
boost-pumps,
the main 300
and 2, and
components 6 × 10
if versus the kW.
4
boost-pumps. As the ones,
calculated turbopump
thus themass equation
new model was modified, the
takes
correction factor in Eq.
to take 21 isaccount,
it into no longerwe valid.
canTo determine
replace a new correction
the turbopump factor,
equation the arocket
with moreengines
genericHM7B, HM60, Le-5, J-2,
equation
This equation is valid for power varying between 300 and 6 × 104 kW. As the
H-1, and RS-27 weretheconsidered
form: (Table 1). The correction factor was determined by linear regression of the actual values of the
(Eq. 22)
main components (Felber
versus
turbopump
1979): ones,was
the calculated
mass equation thusmodified,
the new model takes thefactor
the correction form:in Eq. 21 is no longer valid.

To determine a new correction

meng =factor, the
(mrocket engines HM7B, HM60, Le-5, J-2, H-1, and
(23)
1.59921 tp + mvalve + minj + mcc + mne ) (23)
RS-27 were considered (Table 1). The correction factor was determined by linear regression of
The Eq. 23 represents a so-called analytical/statistical model, which means it considers not only statistical
13 data but also physical
the actualThe
values
Eq. of
23the main components
represents a so-calledversus the calculated model,
analytical/statistical ones, thus the means
which new model takes
it considers
relationships. This model is sufficiently detailed when the influence of the engine parameters on the engine mass or payload mass
are aim of study. the
notform:
only statistical data but also physical relationships. This model is sufficiently detailed when

Table 1. Mass
the influence of the engine parameters on the model
enginevalidation.
mass or payload mass are aim of study.
LRE Propellant Actual (kg) (Mc Hugh 1995) Calculated (kg) Error
m = 1.59921(mtp + mvalve + minj + mcc + mne ) (23)
HM7B LOX/LH2 eng 158.0 167.2 5.8
HM60 LOX/LH2 1719.0
Table 1. Mass model validation. 1809.2 5.2
LE-5 LRE LOX/LH2 propellant Actual (kg) (Mc Calculated (kg)
255.0 324.2 error 27.1
The Eq. 23 represents a so-called analytical/statistical
Hugh 1995) model, which means it considers
J-2 LOX/LH2 1542.0 1440.4 6.6
HM7B LOX/LH2 158.0 167.2 5.8
H-1 not only statistical
HM60 data but
LOX/RP-1 also physical 1719.0
LOX/LH2 relationships.
878.2 This 1809.2
model is sufficiently detailed when
932.25.2 6.2
RS-27 LE-5 LOX/RP-1 LOX/LH2 255.0 324.2 27.1
the influence
J-2 of the engine
LOX/LH2 the1146.6
parameters on1542.0
engine mass or 1060.7
payload mass
1440.4 are 6.6
aim of study. 7.5
H-1 LOX/RP-1 878.2 932.2 6.2
RS-27 LOX/RP-1 1146.6 1060.7 7.5

CYCLES MODELING Table 1. Mass model validation.

LRE propellant CYCLES
Actual (kg) (Mc Calculated (kg)
MODELING error
Hugh 1995)
This section describes a methodologyLOX/LH2
HM7B to model and simulate
158.0 power cycles of liquid rocket engine operating under steady-state
This section describes a methodology to model 167.2
and simulate power5.8cycles of liquid
condition. Although many HM60methods and tools (both commercial
LOX/LH2 1719.0 and in-house) to model and simulate
1809.2 5.2 power cycles do exist, there
LE-5
rocket engine LOX/LH2
operating under 255.0
steady-state condition. 324.2
Although many 27.1
methods and tools (both
are not many available works in the open literature. This fact is presumably due to sensitive technology characteristic.
J-2 LOX/LH2 1542.0 1440.4 6.6
H-1 LOX/RP-1 878.2 932.2 6.2 14
BALANCE EQUATIONS RS-27 LOX/RP-1 1146.6 1060.7 7.5
To simulate a liquid rocket engine it is necessary to make use of conservation laws to balance the cycle. Mass balance, power
balance of the turbopump(s), pressure balance through the lines,
CYCLES and the momentum equation can define a set of nonlinear
MODELING
algebraic equations. For each type of cycle, turbopump arrangement, and split flows or bypass, a different set of equations can be
This section
stated. To perform the simulation describes considerations
the following a methodologywill
to model andinto
be taken simulate power cycles of liquid
account:
rocket engine operating under steady-state condition. Although many methods and tools (both

J. Aerosp. Technol. Manag.,14

São José dos Campos, v10, e3018, 2018
 Mota FAS; Hinckel JN; Rocco EM; Schlingloff H
08/17
xx/xx

• The propellants flow under steady state condition

• The liquid
(forpropellants behave
the fuel), and as incompressible
injectors. fluid in which the turbine(s) is in series with the
For closed cycles
• There is no heat loss to the environment
• There isthrust chamberofthere
no variation is an extra pressure
the temperature drop through the turbine.
in the pipes
Flow Splitter
Flow and Energy Balance
A flow splitter
Depending on the turbopump is used toa divide
arrangement differenta given
powerflow stream
balance caninbetwo branches.InThe
established. thisreason towill be distinguished
work, it
among four typessplit
of turbopumps,
a flow arisesnamely: single shaft,
from applications fromgeared, dualsystem
cooling shaft with turbines
to thrust in series,
control. and withanturbines in parallel.
For example,
The required pump discharge pressure pd is determined by the chamber pressure and the hydraulic losses through the feed
system. In orderexpander
to obtaincycle makes
the rated useatofthe
flow a bypass around theusually
rated pressure, turbinea to control
flow theisthrust.
orifice conveniently added. It adjusts the pressure
drop, which permits a calibration adjustment or changeInput in theParameters
required feed system pressure. For a gas generator cycle, the stagnation
pressure drop of the propellants between the pump discharge and the combustion chamber is the sum of pressure drops in feed
The formulation of the set of equations can also be modified depending on the input
lines, valves, cooling system (for the fuel), and injectors. For closed cycles in which the turbine(s) is in series with the thrust
chamber there isand
an extra
outputpressure drop through
parameters. the turbine.
For example, in order to close the balance of the thermodynamic

cycle, the user can select the net thrust force or the overall mass flow rate can as input
Flow Splitter
A flow splitter is used to divide a given flow stream in two branches. The reason to split a flow arises from applications from
parameters.
cooling system to thrust control. For example, an expander cycle makes use of a bypass around the turbine to control the thrust.
Set of Non-linear Equations – Solver

Input Parameters To simulate a LRE cycle, mass and energy conservation laws must be fulfilled.
The formulation of the set of equations can also be modified depending on the input and output parameters. For example, in
Components mass balance, power balance of turbopumps, pressure balance, and a momentum
order to close the balance of the thermodynamic cycle, the user can select the net thrust force or the overall mass flow rate can
as input parameters.
balance or a global mass balance can define a nonlinear set of equations. For each type of cycle

and its arrangements a different set of equations can be stated. Thus, if we define a set of
SET OF NON-LINEAR EQUATIONS – SOLVER
To simulate aunknown
LRE cycle, mass
xi and anand energy
equal conservation
number laws equations
of independent must be fulfilled. Components
fi, a nonlinear system mass balance, power balance of
of equation
turbopumps, pressure balance, and a momentum balance or a global mass balance can define a nonlinear set of equations. For
can be written as (Eq. 24):
each type of cycle and its arrangements a different set of equations can be stated. Thus, if we define a set of unknown xi and an equal
number of independent equations fi, a nonlinear system of equation can be written as (Eq. 24):

f1 ( x1 , x2 ,..., x N ) = 0 (24)
f 2 ( x1 , x2 ,..., x N ) = 0 (24)
!
f N ( x1 , x2 ,..., x N ) = 0

To solve this numerical problem, the Newton’s method or the multidimensional secant methods called Broyden’s method can
be used. The routines used in this work were taken from the book of Press et al. (2007).

PROGRAMME SETUP
16
This section describes the general architecture of the application program. As previously mentioned, a modular approach using
object-oriented programming (OOP) is chosen and, to allow a better visualization of the codes, UML diagrams are used. The
mathematical models developed in the previous sections will be part of the functionality of each code module. Usually, OOP is not
the first option for engineers or researchers, in part because they are already relatively acquainted with procedural programming and
also because of the inherent complexity to deal with objects. In fact, the task of creating a well-designed class hierarchy describing

J. Aerosp. Technol. Manag., São José dos Campos, v10, e3018, 2018
 Modeling and Analysis of a LOX/Ethanol Liquid Rocket Engine
09/17
xx/xx

a complex rocket system is quite challenging. Besides, the class interface and its functionality do not proceed in a straightforward
manner, but require many trial and error and rearrangement Hinckel (1995). UML is a tool for modeling object-oriented codes.
It is used to visualize the code and the communication between objects enabling a high degree of abstraction. In the following
section, the way components of a LRE can be grouped in order to create a subsystem or system is outlined. In short, the use of UML
diagrams will facilitate the communication among components of a LRE.

UML SCHEMES OF LIQUID ROCKET ENGINES

Figure 1 presents a possible UML diagram for a liquid rocket engine with gas generator cycle and single shaft turbopump.
The configuration of the diagram was conveniently chosen to represent the L75 rocket engine. From the diagram we can
see some parameters and functions of each component and the relationship between them. In order to make the diagrams clearer,
some parameters and functions are omitted. The rocket engine is compound of objects of the following components (classes):
Turbompump, ThrustChamber, Valves, GasGenerator and LiquidPropellant. These objects along with specific impulse, thrust
force, mixture ratio, and feed lines pressure drops compose the parameters of the rocket engine (LiquidRocketEngine class). The
functionality of each block was presented in previous sections.

Figure 1. UML diagram of a gas generator cycle.

J. Aerosp. Technol. Manag., São José dos Campos, v10, e3018, 2018
 cycle SSME rocket engine, the efficiency and applicability of the developed codes are

verified. Finally, a simplified analysis of the L75 rocket engine working at different operating
Mota FAS; Hinckel JN; Rocco EM; Schlingloff H
points
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Prediction of Performance of Liquid Rocket Engines

The dashed arrow between gas generator and turbine represents the dependency of turbine functionality on gas generator
Vulcain
functions, i.e., the function Power() depends on combustion gas parameters which are functions of the gas generator class.

The European Vulcain, used as the core engine by Ariane 5, operates with gas
RESULTS
generator cycle. Differently from the L75, the Vulcain has one turbine for each one of the
Taking the operational open cycles Vulcain and HM7B engines, and also the closed cycle SSME rocket engine, the efficiency
propellants due to the relatively large difference of densities between its propellants
and applicability of the developed codes are verified. Finally, a simplified analysis of the L75 rocket engine working at different
operating points is presented.
LOX/LH2. It implies in one more unknown (mass flow rate through the second turbine) in the
PREDICTION OF PERFORMANCE OF LIQUID ROCKET ENGINES
system of equations, which in turn has one more equation in order to make the system
Vulcain
The European Vulcain, used as the core engine by Ariane 5, operates with gas generator cycle. Differently from the L75, the
possible. The inputs necessary to solve the problem and outputs are shown in Fig. 2. A
Vulcain has one turbine for each one of the propellants due to the relatively large difference of densities between its propellants
LOX/LH2. It implies
comparison within one morefrom
values unknown
the (mass flow rate
literature throughinthe
is given second
Table 2.turbine) in the system of equations, which in turn
has one more equation in order to make the system possible. The inputs necessary to solve the problem and outputs are shown in
Fig. 2. A comparison with values from the literature is given in Table 2.

Figure 2. Vulcain flow scheme with input/output data (input data from Pouliquen 1984 and Mc Hugh 1995).
19

The major discrepancy was observed for the power of the fuel turbine (7.63%). The reason for that has already been discussed
previously, saying that Eq. 3 can substantially deviate from the expected values when used for a low density fluid under extremely
high pressure.

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Table 2. Verification of the simulated parameters of the Vulcain.

Actual
Vulcain Calculated Error (%)
(Pouliquen 1984; Mc Hugh 1995)
Key input
F (kN) 1025 – –
pc (bar) 100 – –
rc 5.9 – –
Ae / At 45 – –
Output
Isp (s) 433.5 433.291 0.05
ṁ g (kg/s) 8.4 8.625 2.68
ṁ T,o (kg/s) - 3.234 -
ṁ T,f (kg/s) - 5.391 -
ṁ o,c (kg/s) 198.0 206.267 4.17
ṁ f,c (kg/s) 34.0 35.420 4.18
PT,o (MW) 3.0 3.13 4.33
PT,f (MW) 11.2 12.054 7.63

HM7B
The European HM7B is another example of a gas generator cycle. It is used to power the upper stage of the Ariane rocket
family. A geared turbopump is responsible to provide the necessary energy to the cryogenic propellants LOX/LH2. As in the case
of the L75, the HM7B has only one turbine. The input and outputs are shown in Fig. 3 and Table 3.

FigureFigure
3. HM7B input/output
3. HM7B input/output(input datafrom
(input data from
Mc Mc
HughHugh
1995).1995).

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Table 3. Verification of the simulated parameters of the HM7B.

HM7B Actual (Mc Hugh 1995) Calculated Error (%)
Key input
F (kN) 62.2 – –
pc (bar) 36 – –
rc 5.15 – –
Ae / At 82.9 – –
Output
Isp (s) 445.5 451.03 1.24
pd,o (bar) 50.2 50 0.40
pd, f (bar) 55.5 55.3 0.36
ṁ g (kg/s) 0.25 0.237 5.2
ṁ T (kg/s) 0.25 0.237 5.2
ṁ c (kg/s) 13.9 14.045 1.04
PT (kW) 404 397.2 1.68

The results show an excellent agreement with the actual values.

SSME
The Space Shuttle Main Engine (SSME) was the core engine responsible to power the Space Shuttle. Each of the two main
turbopumps (HPOTP and HPFTP) is driven by a fuel-rich pre-burner. To increase the inlet pressure of both main pumps, booster
turbopumps are used. Figure 4 presents the inputs and the main results obtained from the simulation. Table 4 compares the results
with the literature.

Figure 4. SSME input/output (input data from Manski and Martin 1991).
Figure 4. SSME input/output (input data from Manski and Martin 1991).
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Table 4. Verification of the simulated parameters of the SSME.

SSME Manski calculated error (%)
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Table 4. Verification of the simulated parameters of the SSME.

SSME Manski and Martin (1991) Calculated Error (%)
Key input
F (kN) 2273 – –
pc (bar) 219.70 – –
rc 6.019 – –
Ae / At 77.5 – –
Output
Isp (s) 444.0 451.267 1.63
ṁ o,pb1 (kg/s) 36.90 42.723 15.8
ṁ f,pb1 (kg/s) 37.81 43.774 15.8
ṁ o,pb2 (kg/s) 13.56 13.941 2.81
ṁ f,pb2 (kg/s) 19.94 20.501 2.81
ṁ T, LPOTP (kg/s) 83.06 82.89 0.20
ṁ c (kg/s) 511.46 514.814 0.66
PT,HPFT P (MW) 57.79 66.87 15.7
PT,HPOT P (MW) 21.77 22.38 2.8

Apart from the mass flow rate through the fuel pre-burner and the power of the HPFTP turbine (PT,HPFTP), all the calculated
parameters are very reasonable. The deviations here are due to the same reason presented for the Vulcain engine. The large deviation
can be attributed to the fact that Manski and Martin (1991) used an equation function of the enthalpy change to estimate the
pump power.

ANALYSIS OF THE L75 ROCKET ENGINE

The analysis of the main parameters of the L75 is presented in this section. To accomplish this task, some considerations must
be taken into account, since the engine will work at different operating points (off-design). To this end, the turbine and pump
efficiencies, as well as the pressure drop in the feed system, are assumed constant.
The Brazilian L75 rocket engine will work in open cycle with a single shaft turbopump. This is a semi-cryogenic rocket engine
that works with liquid oxygen and ethanol. Since the gases expelled by the turbine will be used for thrust vector control (TVC),
its contribution to the thrust force is neglected. Figure 5 presents the inputs and outputs used for the engine simulation.

Influence of Chamber Pressure on the Engine Performance

To fulfill this analysis, the thrust is kept constant and the nozzle expansion ratio s varies in order to extract the maximum
kinetic energy. Thus, for a pressure vector pc = [30 40 50 58.5 80 100]T, the values of specific impulse at thrust chamber and
nozzle expansion are given in Table 5.

Table 5. Values of specific impulse and nozzle expansion for different chamber pressures.

L75 Rocket Engine

pc (bar) (given) 30 40 50 58.5 80 100
Isp(vac) (s) (calculated) 315.067 315.89 315.93 315.61 313.83 311.45
Ae / At (-) (calculated) 87.828 109.56 130.16 147 187.51 223.22

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Influence of Chamber Pressure on the Engine Performance

To fulfill this analysis, the thrust is kept constant and the nozzle expansion ratio s

varies in order to extract the maximum kinetic energy. Thus, for a pressure vector pc = [30 40

50 58.5 80 100]T, the values of specific impulse at thrust chamber and nozzle expansion are

given in Table 5.

Table 5. Values of specific impulse and nozzle expansion for different chamber pressures.
L75 Rocket Engine
pc (bar) (given) 30 40 50 58.5 80 100
Isp(vac) (s) (calculated) 315.067 315.89 315.93 315.61 313.83 311.45
Ae / At (-) (calculated) 87.828 109.56 130.16 147 187.51 223.22

To calculate the global specific impulse of the engine we must consider the

Figure 5. Figure
contributionL75 5. L75 flow scheme with input/output data (input data are courtesy of Brazilian IAE).
flow
of the gasscheme withThe
generator. input/output
Eq. 25 candata
be (input
used: data are courtesy of Brazilian IAE).
To calculate the global specific impulse of the engine we must consider the contribution of the gas generator. The Eq. 25 can
be used:

m! g I sp, g + m! c I sp,c (25)

I sp,oa = (25)
m! ox ,oa + m! fu ,oa

where the subscripts g, c, and oa stands for gas generator, combustion chamber, and overall, respectively. After the simulation of
the engine for each chamber pressure, we finally get the results as presented in Fig. 6. The curve profile was as expected for a gas
generator cycle. As the chamber pressure increases, the specific impulse at combustion chamber increases, but this is offset with
where the subscripts g, c, and oa stands for gas generator, combustion chamber, and overall,
the increased power of the turbine by means of turbine mass flow rate.
respectively. After the simulation of the engine for each chamber pressure, we finally get the
316
results as presented in Fig. 6. The curve profile was as expected for a gas generator cycle. As
315.5
315
Isp (global) (s)

314.5
the chamber pressure314increases, the specific impulse at combustion chamber increases, but
313.5
313
this is offset with the312.5
increased power of the turbine by means of turbine mass flow rate.
312
311.5
311
30 40 50 60 70 80 90 100
Chamber pressure (bar)

Figure 6. Performance of the L75 rocket engine as function of the chamber pressure.

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Influence of Engine Parameters on the Dry Mass

Usually, we are interested in adjusting the design parameters in order to maximize the specific impulse or engine performance.
However, conflicting design parameters must also be taken into account. For example, the optimum specific impulse will not
necessarily give the minimum engine dry mass or maximum payload mass. Besides, technical issues as the limiting combustion
chamber temperature must be pointed out. To assess the dry mass of a liquid rocket engine at different operating points (off-design)
some assumptions must be set. To this end, the pump and turbine efficiency, as well as the pressure drop in the feed system, remain
constant. Thus, the power of the turbine will be only function of the mass flow rate.
• Step 1: Performance simulation. With the simulation of the engine at different operating points, the mass flow distribution
through the engine cycle is determined. Hence, the power of the turbomachinery and the engine performance are obtained.
• Step 2: Dry mass calculation. Making use of the results from the previous item, the engine dry mass can be calculated.

Chamber Pressure
To perform this analysis the nozzle expansion remains constant. Thus, if we choose pressure values of pc = [20 30 40 50 58.5
80 100 150 200]T, the engine dry mass profile presents a minimum as shown in Fig. 7. This minimum value corresponds exactly
to the design point of the L75.

290
280
Engine Dry Mass (kg)

270
260
250

240
230
220
20 40 60 80 100 120 140 160 180 200
Chamber pressure (bar)

Figure 7. Influence of the chamber pressure pc on the engine dry mass.

Mixture Ratio
Keeping also the nozzle expansion ratio fixed, if a mixture ratio vector is considered, the engine dry mass profile presents a
near optimum value, as shown in Fig. 8.

238
236
Engine Dry Mass (kg)

234
232
230
228
226
224
222
1 1.5 2 2.5 3 3.5 4 4.5 5
Mixture ratio (–)

Figure 8. Influence of the mixture ratio rc on the engine dry mass.

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CONCLUSION

An objected-oriented tool for simple analysis of the LOX-Ethanol liquid rocket engine was presented. Mathematical models
comprising the main components of a liquid rocket engine and cycle balance were presented. The UML tool was chosen to model
the architecture of the codes. UML diagrams help to visualize the structure of the codes and communication between objects.
Furthermore, these diagrams provide a high degree of abstraction, i.e., only the relevant functionality of the codes is explicit to
the user. Thus, anyone that has some acquaintance with object-oriented can easily understand the main functions and parameters
of each single class as well as the relationship between objects. To verify the applicability and efficiency of the engine performance
codes, the liquid rocket engines Vulcain, HM7B, and SSME were simulated. As expected, appropriate caution must be taken in
estimating the pump performance if we are dealing with low-density propellants (mainly liquid hydrogen) under extremely high
pressures. In other words, considerable discrepancies in estimating the pump power can be found if an equation derived for
constant density is used. By varying the mixture ratio and chamber pressure of the L75, near optimum values were determined.
Thus, we can see that an optimal compromise between minimum dry mass and maximum performance must be fulfilled. For
an open cycle liquid rocket engine, when the chamber pressure is increased in order to increase the performance, the turbine
requires more power, which means greater mass flow rate through the turbine, so the near optimum global specific impulse is due
to the contribution of propellant energy used to drive turbine. The model cycle used in this work had maximum error of: 7.6% in
Vulcain fuel turbine power, 1.68% in HM7B turbine power, and approximately 15.8% in SSME mass flow in the pre-burner of the
fuel side. This can be explained due to fluids with low densities do not behave exactly like incompressible fluid under extremely
high pressure. But for the specific impulse a maximum error of 1,63% was achieved in SSME LRE, this level of error is expected
in the L75 LRE specific impulse analysis.

AUTHOR’S CONTRIBUTION

Conceptualization, Mota FAS, Hinckel JN and Rocco EM; Methodology, Mota FAS, Hinckel JN and Schlingloff H; Writing –
Original Draft, Mota FAS; Writing – Review & Editing, Mota FAS, Hinckel JN, Rocco EM and Schlingloff H.

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