Mini Project Report

DECLARATION
We, Mr. ABHISHEK KULKARNI(1DS19AE004), Mr. AMARESHAV(1DS19AE008),

Mr.DARSHANREDDY K(1DS19AE018), Mr. SAGAR POOJARY(1DS19AE044)
hereby declare that, this mini project work entitled “Design and combustion analysis of
rotating detonation engine for launch vehicle applications” has been carried out by us
under the guidance of Dr. Rudresh M, Assistant Professor, Department Of Aeronautical
Engineering, in partial fulfillment of the requirement of the degree Bachelor of
Engineering in Aeronautical Engineering.
Place: Bangalore ABHISHEK KULKARNI (1DS19AE004)
Date: 10-08-2022 AMARESHA V (1DS19AE008)
DARSHANREDDY K (1DS19AE018)
SAGAR POOJARY (1DS19AE044)
III
ACKNOWLEDEGMENT
Before introducing our thesis work, we would like to thank the people without whom the
success of this thesis would have been impossible.
We express our deepest gratitude and indebtedness to Dr. Rudresh M, Assistant Professor,
Department of Aeronautical Engineering, for his guidance and assistance and in the critical
appraisal of the thesis.
We express our sincere thanks to Dr. Hareesha N G, Associate Professor and HOD,
Department of Aeronautical Engineering, for providing the facilities required for the
completion of this project work.
We are also thankful to all the concerned faculty of Department of Aeronautical
Engineering for their continual support and readiness to help in successfully completingthis
project work.
ABHISHEK KULKARNI (1DS19AE004)
AMARESHA V (1DS19AE008)
DARSHANREDDY K (1DS19AE018)
SAGAR POOJARY (1DS19AE044)
IV
ABSTRACT
Humanity is currently living in the ‘Stone Age’ of space exploration. Space has the
resources and information to solve all problems on Earth and eventually the process will
help humanity become a multi planetary species, a truly space faring civilization. To
accomplish this goal we will require more efficient propulsion systems, conventional rockets
are a proven way to get into LEO reliably. However they lack the efficiency and are hindered
by the “Tyranny of the Rocket Equation”.
Nuclear/Fusion and Anti matter drives require a more fundamental studies and are very low
in Technology Readiness Level(TRL). Fission based engines disperse a huge area with
radioactive material if it exploded mid air or on launch pad. A more commercially feasible
option that yields better Isp is desired to improve the efficiency of launch systems until they
are replaced by safer Fusion or Anti Matter based propulsion in near future hopefully. The
gap can be filled by detonation based engines, especially RDEs.
Rotating detonation engines (RDEs), also known as continuous detonation engines, have
gained much worldwide interest lately. Such engines have huge potential benefits arising
from their simplicity of design and manufacture, lack of moving parts, high thermodynamic
efficiency and high rate of energy conversion that may be even more superior than pulse
detonation engines, themselves the subject of great interest. However,due to the novelty of
the concept, substantial work remains to demonstrate feasibility and bring the RDE to
reality
V
LIST OF CONTENTS
Chapter-1………………..………………………………………..…1
Introduction.………………………………………………..…...1
1.1 What are Detonations?.............................................................1
1.2 Historical developments……………………………………...2
1.3 Thermodynamic cycle…………………………….......……...4
1.4 Pulsed Detonation…………………………...……………….6
1.5 Rotating Detonation Engines………………………...………7
1.6 Detonation shock structure……………………………...……8
1.7 Scope of work…………………………………...…………..10
Chapter-2……………………………………….………...………..11
Literature review………….……..……………………………11
Chapter-3……...……………………………………...……………12
Problem statements and Objectives…….……………………12
3.1 Problem statement………………………………………….12
3.2 Objectives…………………………………………………..12
Chapter-4………...…………….......………………………………13
Methodology…...………………………………………………13
Chapter-5………..…………………………...…………………….14
Plan of work……………..………....………………………….14
Chapter-6……………..……...……………....…………………….15
Propellant choice………..……..……………………………....15
Chapter-7………..……………………...…...…………….……….16
Instabilities and Initiation……………...….………………….16
7.1 Dependence on channel width………...……………………16
7.2 Detonation initiation………………..………………………17
7.3 Scalability and sizing………...……………………………..18
7.4 Injector design……..………………………………………..20
Chapter-8……………..…………...……………………………….22
Analysis and inference…….……….………….………………22
8.1 Ansys fluent………..……………………………………….22
8.2 Chapman Jouguet Detonation -NASA CEA…………….….23
Chapter-9…………….……………………………….……………26
Conclusion...…………………...……………………………....26
VI
Chapter-10………….…………………………...…………………28
References……….…...……….………………………………..28
Chapter-11…………………………...…….……....………………29
Appendix 1…...………………………………...………………29
LIST OF FIGURES
FIGURE NAME PAGE

NO.
Fig 1.1 JAXA RDE firing in near vacuum 01
Fig 1.2 Thermodynamic cycle comparison 04
Fig 1.3 Thermodynamic cycle efficiency equations 05
Fig 1.4 PDE used on LongEZ 06
Fig 1.5 RDE firing 07
Fig 1.6 Detonation Wave 08
Fig 1.7 Detonation Cell Structure 08
Fig 5.1 Gantt Chart 14
Fig 7.1 Detonation Channel Width 16
Fig 7.2 Initiation Tube designed in Solidworks 17
Fig 7.3 Geometric Relations 18
Fig 7.4 RDE designed in Solidworks(Isometric view and Transverse 20
section view)
Fig 7.5 Injector Design 20
Fig 8.1 ANSYS Combustion CFD 22
Fig 8.2 NASACEA Input file 23
Fig 8.3 NASACEA output plots(a,b,c,d,e) 23
VII
LIST OFTABLES
TABLE NAME PAGE

NO.
Table 6.1 Fuel-oxidiser trade off 15
Table 7.1 Calculated Engine Parameters 19
Table 7.2 Injector Parameters 20
Table 9.1 Design Point 26
LIST OF ABBREVIATIONS
PDE Pulsed Detonation Engine RP Rocket Propellant 1

-1
RDE Rotating Detonation Engine B Brayton
CDWE Continuous Wave Detonation Engine H Humphrey
DDT Deflagration to Detonation Transition FJ Fickett-Jacobs
Isp Specific Impulse k Specific heat ratio
CFD Computational Fluid Dynamics  Detonation cell width
HydroL Hydrogen-Oxygen H2 Hydrogen molecule
Ox
CAD Computer Aided Design O2 Oxygen molecule
NASA National Aeronautics and Space CH Methane molecule
Administration 4
CEA Chemical Equilibrium Analysis h* Critical minimum fill
height
Lmin Minimum fill length dc Outer wall diameter
 Minimum channel
min
width
VIII
DESIGN & COMBUSTION ANALYSIS OF RDE FOR LAUNCH VEHICLE APPLICATION
CHAPTER 1
INTRODUCTION
1.1 WHAT IS DETONATION?
Fig 1.1: JAXA RDE firing in near vacuum
Detonative combustion is a potential propulsion method for aerospace systems,offering high

efficiency and low mechanical complexity. In comparison, deflagration is generally considered
easier to control and has therefore dominated both experimental and real world engine
applications. Research into detonation engines has been limited due to the lack of the
necessary tools required to design and analyse such systems . As such, practical
development of detonation engines, notably the pulsed detonation engine (PDE) and the
rotating or rotational detonation engine (RDE), has been limited.
Nevertheless, the application of detonation engines for propulsion is very promising,
already proving to be compact, whilst providing highly efficient thrust generation . This
supersonic thrust could be utilised independently as a rocket engine, or as part of agas
turbine system. Interest in the development of RDE technology has grown and the
challenges of utilising a more thermodynamically-efficient cycle have become better
understood.
Department of Aeronautical Engineering, DSCE, Bengaluru-78 1

Combustion can occur at both subsonic and supersonic velocities, known as deflagration and
detonation, respectively. Deflagration is typified by a regular flame, which propagates at less
than the speed of sound. The heat release may be used to expel the resulting products,
generating thrust. Deflagration has been used in a broad range of applications to produce
power. However, in theory, deflagration lacks the thermodynamic efficiencyof a detonation
system, which is a system where combustion is initiated suddenly and “propagates utilising
most, if not all, of the heat from combustion in an incredibly rapid shockwave”. The heat
generated by the exothermic chemical reaction sustains the shockwave.
1.2 HISTORICAL DEVELOPMENTS
The concept of using detonation as a propulsion source has been proposed since the 1840s, but
no substantial work had been completed until the 1950s when the development of models
and concepts for a more lightweight and compact engine began . The mechanisms that drive
the detonation engine were not well understood at that time, so much of the research over
the following decades was centred on the theoretical development of the engine.
As the name implies, the pulse detonation engine (PDE) has been proposed for propulsion
using detonations . In a PDE, a detonation chamber is filled with a fuel/oxidiser mixture,
which is subsequently detonated. The accelerating detonation propels the exhaust from the
chamber, there by generating thrust. The chamber is then re-primed with fresh reactants,
and re-detonated. With sufficiently high cycle speeds, large amounts of thrust may be
generated in a small engine. This type of engine has been found to be particularly efficient.
Development of the concept of a rotating detonation engine (RDE) began as a result of
further work into detonative propulsion.
This engine type is characterised by one or more detonation waves contained within an
open-ended annular chamber. A fuel/oxidiser mixture is fed into one end of the chamber,and
the detonation wave consumes these reactants azimuthally, expelling reactants from the open
end of the annulus. In some literature, this type of engine may also be referred to as a
continuous detonation wave engine (CDWE) or a spin detonation engine.
Early research into rotating detonations was conducted in the 1950s, with attempts to
document the structure of detonation shock waves, including those in spinning

detonations, with further developments through the 1960s. Subsequent research has been
conducted into the effects of geometry, rotation characteristics, spiralling of the wave, and
other variables . Another advancement in general detonation research is improvements in
deflagration to detonation transitions (DDTs), leading to a greater understanding of the
consumption of fuel in the chamber. Further work has developed prototype RDEs to
measure the thrust of small-scale units as a baseline for larger model behaviour, utilising the
results from experimental work to verify theoretical results, and to generate new results .
In this review, several aspects of RDEs will be examined, starting with a brief comparison of
RDEs and PDEs. This will be followed by further exploration into RDE operation, and
methods of analysing RDEs, both experimentally and with numerical modelling. Finally,there
will be an overview of areas still requiring further work.

1.3 THERMODYNAMIC CYCLE
Fig 1.2 : Thermodynamic cycle comparison
The majority of gas turbines that operate with a deflagration follow the Brayton(B) cycle:an
isobaric (constant pressure) process, as shown in Figure 6.1. In contrast, a detonation is
almost isochoric (constant volume) and may be modelled with the Humphrey (H) cycle, or,
preferably, with the Fickett-Jacobs (FJ) cycle, which models detonation. The Hcycle assumes
that combustion occurs in a fixed volume, resulting in a pressure spike as the products
expand. Differentiation between the H and FJ cycles in Figure 1 can be seen through the state
changes of 2–3’ for the H cycle and 2–3’’ for the FJ. This pressure spike decreases the volume
of combustion for FJ while remaining constant for H. The next phase (FJ 3’’ –4’’, H3’–4’)
is similar for the two cycles, with the FJ cycle expanding further before reaching
atmospheric pressure. Both then undergo a constant pressure compression through cooling
back to the initial state 1. As seen in Figure 1.2, the FJ cycle is more volumetrically efficient
than the B cycle, and involves a higher pressure gain thanthe H, indicating that for the same
initial isochoric compression, the FJ cycle is the more efficient of the three[5].

This is supported by the thermodynamic efficiency equations for each of the cycles:
Fig 1.3 : Thermodynamic cycle efficiency equations
Where ηB, ηH, and ηF are the thermal efficiencies of the Brayton, Humphrey, and Fickett-
Jacobs cycles, T is temperature, p is pressure, k is the ratio of specific heats,and the
numerical subscripts denote the position on the plot. A substitution of the relevant
temperatures, pressures, and specific heat ratios into the above equations indicate the higher
thermal efficiency of the FJ cycle.

1.4 PULSED DETONATION ENGINES
Fig 1.3 PDE used on LongEZ
A detonation chamber is filled with a fuel/oxidiser mixture, which is subsequently

detonated. The accelerating detonation propels the exhaust from the chamber, there by
generating thrust. The chamber is then re-primed with fresh reactants, and re-detonated.With
sufficiently high cycle speeds, large amounts of thrust may be generated in a smallengine.
The deflagration of the reactants accelerates, and through a deflagration todetonation
transition (DDT), generates a shock wave. The products are accelerated from the end of the
chamber, carried by the detonation front, generating thrust.
For each cycle, the chamber must be purged and then refilled with fresh fuel/oxidiser
mixture and then detonated again, limiting the maximum practical frequency of operation
to an order of 100 Hz. This results in poor efficiency when scaled to high thrust levels as
the discontinuous thrust cycles may not be fast enough to approximate the continuity
required for propulsion purposes. In some designs, it is also necessary to purge the
chamber with an inert gas due to some residual combustion products remaining stagnant in
the detonation chamber that interfere with the next detonation cycle. This process further
restricts the operating frequency to approximately 50 Hz.

1.5 ROTATING DETONATION ENGINES
Fig 1.5 : RDE firing
This engine type is characterised by one or more detonation waves contained within an
open ended annular chamber. A fuel/oxidiser mixture is fed into one end of the chamber,and
the detonation wave consumes these reactants azimuthally, expelling reactants from the
open end of the annulus. The detonation waves generally propagate close to the Chapman-
Jouguet velocity for each fuel type(typically 1500–2500 m/s), so the effective operational
frequency of current RDEs is approximately 1–10 kHz. Frequency is dependent on the
chamber geometry, fuel, and thermal and frictional losses. The result is quasi-continuous
thrust that approximates a continuous thrust through high frequency rotations, suitable for
both direct propulsion applications and in the combustor of a gasturbine.
Important areas of RDE research include determining the wave characteristics, geometric
constraints, the effects of pressure on the injection characteristics, determining fuel flow
properties, and examining the geometry and structure of the detonation wave.

1.6 DETONATION SHOCK STRUCTURE
Fig 1.6 : Detonation wave
Fig 1.7 : Detonation Cell structure
Detonation structure, as described in the right figure is composed of small diamond shaped
detonation cells that make up the front. The widths of these cells are dependent on the energy
of the detonation (related to the fuel in use) as well as the available geometryfor detonation.
In this way, the equivalence ratio can be a large determining factor.
There is not yet any theoretical data for λ, but there are multiple models which maybe
used to predict the value under various conditions. It is known that more highly reactive
mixtures, such as H2/O2 have lower λ values, and so have minimum chamber diameters
on the order of 40–50 mm. Liquid hydrocarbons, such as kerosene and jet fuel, combusting
in air, have reactions with higher λ value[2].

The propagating detonation wave combusts the reactants which generates a region of
extremely high pressure immediately behind the wave. This pressure is on the order of15–
30 times higher than the pressure ahead of the detonation, preventing flow through the
injectors. The high pressure zone expands in a Prandtl–Meyer fan, allowing fresh fuel and
oxidizer to enter the chamber. This expansion propels the mixed products axially along the
engine, generating thrust. In addition to the primary shock, an oblique shock and a
secondary attached shock are also generated.
At the interface between the premixed reactants and the combustion products, there is a
significant difference between the conditions of the unburnt fuel/oxidizer mixture andthe
products. This causes some deflagration along the slip line, as shown in, generatingKelvin-
Helmholz instabilities, which vary the detonation propagation velocity. The high pressure
front from the shock wave causes stagnation of the injector flow, or even back-flow which, if
not handled, could cause catastrophic failure of the system. This back-flowis a strong reason
as to why the fuel and oxidants should not be premixed in practical systems or experimental
investigations as it can result in flashback[2].

1.7 SCOPE OF WORK
1. Establishing conditions for stability of shock front in annulus can aid in better Isp and
higher firing time.
2. Deterining conditions to form lifted wave(s) can reduce thermal loads on the
combustorwall.
3. Development of strategies to mitigate back flow of propellants due to overpressure
in the combustions chamber can make way to premixed plenum that can be simpler
in design.
4. Characterise dependence of equivalence ratio of various fuel/oxidiser on the shock
characteristics and Isp.

CHAPTER 2
LITERATURE REVIEW
[1] Frank K. Lu, Eric M. Braun Luca Massa and Donald R. Wilson,
University ofTexas at Arlington, concluded that the detonation cell width is a
parameter dependent on mass flow and equivalence ratio (and fuel used) that has
major implications on the geometric design of the thrust chamber and wave
stability characteristics.
[2] Jiun-Ming Li, Chiang Juay Teo, Boo Cheong Khoo, Jian-Ping Wang, Cheng
Wang discussed that Pressure gain combustion has higher thermal efficiency
than isobaric combustion due to faster release of energy to form a shock wave
that selfsuistains by feeding off the energy released from exothermic reactions.
[3] Qiaofeng Xie, Zifei Ji, haocheng Wena, Zhaoxin renb, Piotr Wolanskic,
Bing Wang concluded that Pulsed Detonation engines have machanical limitations
that limittheir operating frequency to very low values and need constant purging
making them less efficient for rocket propulsion, RDE has no moving parts and
can operate at very high frequencies that are suitable for propulsive purposes.
[4] Zhou Rui, Wu Dan, Wang Jianping concluded that the wave characteristics
of anRDE are not well understood and require more fundamental research. The
oxidizer and fuel must be injected independently as to avoid flask back of
propellants due to high over pressures behind the shock.
[5]Ian J. Shaw, Jordan A.C. Kildare, Michael J. Evans, Alfonso Chinnici,

Ciaran A.M. Sparks, Shekh N.H. Rubaiyat, Rey C. Chin and Paul R. Medwell
dicussed thecomparisons of thrust to weight ratios between experimental RDEs
and conventional rocket engines show similar values, indicating that an RDE could
represent a method of propulsion in space. Varying the channel width has been
noted to affect the stability ofthe detonation wave in an RDE. It is established that
RDE chambers need to be at least twice as long as the fuel fill height, and
increasing the length four to six times the fill height improves the efficiency.

CHAPTER 3
PROBLEM STATEMENT AND OBJECTIVES
3.1 PROBLEM STATEMENT
Conventional liquid engines are currently the only reliable way to achieve orbit, although
these engines excel in thrust they lack terribly in efficiency. To decrease the cost/kg of
material to orbit a new class of propulsion that can work with the same chemical propellants
and yet be more efficient than rockets.
Such a system can be a great application for both boosters and in orbit propulsion and can
potentially open up the entire solar system for exploration by drastically increasing the
payload mass fraction and reducing the propellant mass fraction of the launch vehicle.
3.2 OBJECTIVES
1. To design RDE capable of producing 10KN thrust and optimize the geometry.
2. Perform combustion CFD for various injector parameters and fuel/oxidiser ratios
for HydoLOx propellant.
3. Comparing variation in performance of HydroLOX RDE with change in
equivalence ratio.

CHAPTER 4
METHODOLOGY
* SELECTION OF PROPELLANT COMBINATION
Detailed studies to determine the most efficient fuel-oxidizer combination that yields
the highest specific impulse and is computationally easier for analysis.
* SELECTION AND DESIGN OF DETONATION INITIATION MECHANISM
Design and analysis of a safe, reliable and repeatable detonation initiation system that
will be used to initiate detonation into the combustion annular chamber.
*GEOMETRIC SIZING OF THE COMBUSTION CHAMBER FOR DESIRED

THRUSTLEVEL
Calculation and optimization of combustion chamber parameters for stable detonation
wave propagation and meet design thrust level(1KN).
* INJECTOR HEAD DESIGN
Injector design for atomization and mixing of fuel and oxidizer in the combustion
chamber such that the wave is stable and chances of flashback is minimized.
*ANALYSIS AND SIMULATION(S)
Perform combustion CFD and Chemical Equilibrium Analysis to determine the working
parameters of the entire engine as a single unit.

CHAPTER 5
PLAN OF WORK
The schedule for the mini project was planned keeping in mind the academic calender and
it is made sure to allot maximum time for fundamental research and understanding, followed
by design, analysis and iterations and finally least time on Report and Presentations.
The gap between the blue and red horizontal bars in the above gantt chart is to allot
sufficient time for the team members to learn necessary CAD and analysis softwares. The
plan is to use open source combustion codes such as NASA CEA for preliminary design of
the combustion chamber, estimate mass flow rates, nozzle parameters and then use Ansys for
deeper insight into combustion process inside the annulus.

CHAPTER 6
PROPELLANT CHOICE
Table 6.1 : Fuel-oxidiser trade off
Hydrogen/oxygen mixes have been ideal for modelling purposes due to the simple
chemistry involved, and are often used in experimental work due to the predictable
behavior. Additionally, the high detonation propagation velocity and wavefront pressure of
hydrogen makes it a suitable fuel for real applications.
Although H2 has a high heat of combustion that is not matched by liquid hydrocarbon fuels.
Jet fuel, kerosene, octane and other long-chain hydrocarbons provide a practical alternative
to the H2/ O2 mixture though. High volumetric energy density as a result of liquid state, as
well as greater ease of transportability makes these hydrocarbons a more feasible fuel
choice, especially methane and propane[3].

CHAPTER 7
INSTABILITIES AND INITIATION
7.1 DEPENDENCE ON CHANNEL WIDTH

Schematic of three different RDE designs showing the effect of varying the channel width on
detonation structure. Arrows show detonation wave propagation direction. The red line is
detonation wave, indicative only.
(a) Narrow channel, (b) mid-sized channel, and (c) wide channel:
Fig 7.1 : Detonation Channel Width
It has been found that using a fuel-rich mixture produces stable waves with high detonation
velocity and efficiency . Higher mass flow rates have also been attributed to increasing the
chance of a stable wave being formed. Additionally, it has been shown that the equivalence
ratio has a strong influence on the effectiveness of detonation and the stability of the system.
Detailed investigation has shown that the stability of the system isimproved with increased
equivalence ratio, but indicated a maximum equivalence ratioof 1.27 with stoichiometric
being the minimum[1].
Three-dimensional modelling has shown that increasing the width of the channel— whilst
maintaining the equivalence ratio, injection pressure, chamber length, and injector
configuration—increases the detonation velocity, but the transverse shock wave ceases to be
aligned with the radial direction. As can be seen in Figure above, the pointof contact with
the inner wall begins to lead the detonation wave as the channel width increases.

This phenomenon generates reflected shocks from the outer annulus wall, which may
produce instabilities in the primary shock. It has been suggested through qualitative
observation, however, that the effect of upstream reflected shocks on the shock structure may
only be minimal. Once the channel becomes sufficiently wide, as shown in Figure c,the shock
wave detaches from the inner wall, briefly forming a horseshoe shape against the outer wall.
This allows significant amounts of fuel to pass through the engine without combusting, and
produces large instabilities and fragmentation in the detonation wave, which causes the
structure to collapse. These lead to a significant loss of performance, and secondary
detonations in the exhaust.
It has been noted that increasing the channel width also results in increased variance ofIsp,
and that, combined with high fuel flow rates, leads to the formation of secondary waves,
which in turn leads to hotspots and choking the fuel supply This is likely due to the increase
in size of the interface area producing greater Kelvin-Helmholz instabilities.
7.2 DETONATION INITIATION
Fig 7.2 : Initiation Tube designed in Solidworks
There are two methods which may be used to initiate the detonative shock in an RDE—
directly in the chamber, or indirectly via a high speed flame in a deflagration todetonation
transition (DDT) tube. These tubes are very similar in structure to a PDE. Directly initiating
the detonation in the chamber via commercial spark plugs has been found to be generally
unreliable, with only a 40% success rate for shock initiation whenusing CH4 in O2.

Particular difficulty is noted in ensuring the detonation travels in the desired direction. In
contrast, indirect initiation via a DDT tube has had a 95% success rate for the same
fuel/oxidant combination. The indirect method involves using a detonator tube that canbe
set up in any orientation relative to the chamber, although tangential is favored for initiating
the detonation direction. For a desired single wave direction and propagation,tangential
initiation is the most suitable method.
7.3 SCALABILITY AND SIZING
Fig 7.3 : Geometric Relations
In order to make larger RDEs, in-depth research into the geometry of the combustion
chamber is required. A number of relationships between the critical detonation wave height
and the various dimensions have been identified. Critical minimum fill heightis the
minimum mixture height required for a detonation wave to propagate through a given
fuel/oxidiser mixture. It has been found that the critical minimum fill height, h*,and the
minimum outer wall diameter, dcmin , are related to the detonation cell width, λ, by:
h*  (12 + 5) λ
dcmin = 28 λ
Minimum channel width min is related to h* by, min  h*
Minimum fill length is given by, Lmin = 2h

Although lengths under 2–3 times the minimum result in reduced efficiency due to
incomplete combustion. However, in simulations, it has been suggested that for low inlet-
nozzle pressure ratios the wave the wave height grew with the chamber length, reducing
the Isp, of the engine. Increasing the channel width results in increased variance of Isp,
and that, combined with high fuel flow rates, leads to the formation of secondary waves,
which in turn leads to hotspots and choking the fuel supply. Thisis due to the increase in
size of the interface area producing greater Kelvin-Helmholz instabilities that decrease the
propagation velocity.
A fuel-rich mixture and high mass flow produces stable waves with high detonation
velocity, wave stability and efficiency. The equivalence ratio has a strong influence on the
effectiveness and stability of detonation. Detailed investigation has shown that the stability
of the system is improved with increased equivalence ratio, but indicated a maximum
equivalence ratio of 1.27 with stoichiometric being the minimum[4].
Table 7.1 : Calculated Engine Parameters
Detonation Cell width(λ) 11mm

Internal Diameter 260mm
External Diameter 306mm
Critical fill height(h*) 187mm
Actual fill height(h) ~200mm
Annulus/Channel width() 21.5mm
Minimum Chamber Length 374mm
Considered Chamber Length 400mm
Required Exhaust Velocity for desired thrust of 1KN ~2000m/s
Mass flow rate of Oxidizer ~0.4m/s
Mass Flow rate of Fuel 0.06m/s

Fig 7.4 : RDE designed in Solidworks(Isometric view and Transverse section view)
10.4 INJECTOR DESIGN
Fig 10.5 : Injector Design
Table 10.2 : Injector Parameters

Injector Type Non impinging shower head
Injector diameter 1mm
Injector elements 20; 6 for fuel and 14 for oxidizer
Total mass flow 0.5kg/s

GOX mass flow 0.4kg/s
GH2 mass flow 0.06kg/s

Sufficient mixing is required for all combustion processes, especially for RDE. In practice,the
mixing must happen rapidly and in a short distance to sustain detonation waves.These
requirements are exacerbated by the high mass flow rates of RDE, the rapid propagating
velocity of detonation waves, and the high-pressure detonation products[4].

CHAPTER 8
ANALYSIS AND INFERENCE
8.1 ANSYS FLUENT
Fig 8.1 : ANSYS Combustion CFD
The combustion CFD analysis performed in ANSYS Fluent failed to show the transitionfrom
deflagration to detonation in the DDT tube, therefore it was decided to use a combustion
solver for such as NASA CEA(Chemical Equilibrium Analysis) to setup series of
Chapman-Jouguet detonation problems to see variations in detonation parameters.

8.2 CHAPMAN JOUGUET DETONATION- NASACEA
Fig8.2 : NASACEA input file
The output file[Appendix 1] was obtained using the above solver inputs, the following
graphs were plotted using the obtained data across varying equivalence ratios.
Fig 8.3(a) Burnt gases pressure vs Equivalence ratio

Fig 8.3(b) Detonation Mach Number vs Equivalence ratio
Fig 8.3c) Burnt gases temperature vs Equivalence ratio

Fig 8.3(d) Overpressure vs Equivalence ratio
Fig 8.3(e) Temperature(K)/Molecular Mass of products vs Equivalence ratio
It can be inferred from the above plots that the Burnt gases temperature and pressure
decrease with equivalence ratio and the detonation propagation velocity is almost constant.
The structural weight, cooling requirement and Isp of an RDE engine increase with
Equivalence ratio in the range considered for the combustion analysis.

CHAPTER 9
CONCLUSION
Table 9.1: Design Point

DESIGN POINT
EQUIVALENCE RATIO 4.5
Temperature of Burnt gases 2552.14K
THRUST 1.119KN
Molar O/F ratio 1.76
DETONATION PARAMETERS
P/P0 14.46
T/T0 9.775
Detonation Mach Number 4.26
The prospect of rotating detonation engines is a tantalizing one. At present, there are more
questions than answers. In practice, the problem is to be able to sustain the rotating detonation
wave for a long duration and to be able to control it in some fashion, such as in modulating
the wave height. Related to the stability and controllability are the effects of turbulence,
nonuniform mixing, wall curvature and other geometrical considerations, contact surface
burning, shear layer stability, amongst other fundamental considerations. Turning to more
practical issues, the ability to feed the combustor at high rates requires consideration of
arrangements to facilitate pumping and mixing, as well as safety issues.The ability of such
an engine to provide thrust optimally for different flight conditions, and integration to
existing or novel aerospace platforms are further considerations. Additionally, RDEs as a
standalone engine hold significant promise for both air-breathing

FUTURE SCOPE FOR RESEARCH
There is a need to alleviate the disadvantages such as lack of fundamental research andthat
this engine cannot be used with hypergolic and monopropellants(Unlike modern rocket
engines). Extensive research on initiation mechanisms and injector design and their
influence on detonation parameters needs to be undertaken. Although very simplefrom a
manufacturing stand point, effective colling architecture must be investigatedin detail to
be able to withstand high heat fluxes. Further research on computational modeling and
stabilization of detonation waves in the chamber is needed for further optimization.

CHAPTER 10
REFERENCES
[1] Frank K. Lu, Eric M. Braun Luca Massa and Donald R. Wilson,University of Texas
at Arlington, Arlington, Texas, “Rotating Detonation Wave Propulsion: Experimental
Challenges,Modeling, and Engine Concepts: 76019”, AIAA 2011-6043, August 2011.
[2] Jiun-Ming Li, Chiang Juay Teo, Boo Cheong Khoo, Jian-Ping Wang, Cheng Wang,
“Shock Wave and High Pressure Phenomena , Detonation Control for Propulsion
Pulse Detonationand Rotating Detonation Engines”, ISBN-13 978-3319689050, August
2018.
[3] Qiaofeng Xie 7731, Zifei Ji, haocheng Wena, Zhaoxin renb, piotr Wolanskic, Bing
Wang,“Review on the Rotating Detonation Engine and its Typical Problems”, Volume
2020,
Issue-4,ISSN:- 2545-2835, December 2020.
[4] Zhou Rui, Wu Dan, Wang Jianping, “Progress of continuously rotating detonation
engines”Volume 29,Issue 1, in Chineese journal of Aeronautics – Febraurary 2016.
[5] Jiun-Ming Li • Chiang Juay Teo Boo Cheong Khoo • Jian-Ping Wang Cheng
Wang,“Detonation Control for Propulsion”, ISBN-13 978-3319689050, December 2018.
[6] Ian J. Shaw, Jordan A.C. Kildare, Michael J. Evans, Alfonso Chinnici, Ciaran A.M.
Sparks, Shekh N.H. Rubaiyat, Rey C. Chin and Paul R. Medwell, “A Theoretical Review
of RotatingDetonation Engines” ,in Intechopen, ISBN-978-1-83880-559-3, December
2019.
[7] Rocket Propulsion Elements - George Sutton- Edition 7, ISBN-13: 978-0471326427,

March2001

DESIGN & COMBUSTION ANALYSIS OF RDE FOR LAUNCH VEHICLE
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CHAPTER 11
APPENDIX 1 - NASA CEA OUTPUT FILE

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DECLARATION

We, Mr. ABHISHEK KULKARNI(1DS19AE004), Mr. AMARESHAV(1DS19AE008),

Place: Bangalore ABHISHEK KULKARNI (1DS19AE004)

Date: 10-08-2022 AMARESHA V (1DS19AE008)

SAGAR POOJARY (1DS19AE044)

ABHISHEK KULKARNI (1DS19AE004)

SAGAR POOJARY (1DS19AE044)

FIGURE NAME PAGE

TABLE NAME PAGE

PDE Pulsed Detonation Engine RP Rocket Propellant 1

1.1 WHAT IS DETONATION?

Fig 1.1: JAXA RDE firing in near vacuum

Detonative combustion is a potential propulsion method for aerospace systems,offering high

Department of Aeronautical Engineering, DSCE, Bengaluru-78 1

1.2 HISTORICAL DEVELOPMENTS

Department of Aeronautical Engineering, DSCE, Bengaluru-78 2

Department of Aeronautical Engineering, DSCE, Bengaluru-78 3

1.3 THERMODYNAMIC CYCLE

Fig 1.2 : Thermodynamic cycle comparison

Department of Aeronautical Engineering, DSCE, Bengaluru-78 4

Fig 1.3 : Thermodynamic cycle efficiency equations

Department of Aeronautical Engineering, DSCE, Bengaluru-78 5

1.4 PULSED DETONATION ENGINES

Fig 1.3 PDE used on LongEZ

A detonation chamber is filled with a fuel/oxidiser mixture, which is subsequently

Department of Aeronautical Engineering, DSCE, Bengaluru-78 6

1.5 ROTATING DETONATION ENGINES

Fig 1.5 : RDE firing

Department of Aeronautical Engineering, DSCE, Bengaluru-78 7

1.6 DETONATION SHOCK STRUCTURE

Fig 1.6 : Detonation wave

Fig 1.7 : Detonation Cell structure

Department of Aeronautical Engineering, DSCE, Bengaluru-78 8

Department of Aeronautical Engineering, DSCE, Bengaluru-78 9

1.7 SCOPE OF WORK

Department of Aeronautical Engineering, DSCE, Bengaluru-78 10

[5]Ian J. Shaw, Jordan A.C. Kildare, Michael J. Evans, Alfonso Chinnici,

Department of Aeronautical Engineering, DSCE, Bengaluru-78 11

PROBLEM STATEMENT AND OBJECTIVES

3.1 PROBLEM STATEMENT

Department of Aeronautical Engineering, DSCE, Bengaluru-78 12

* SELECTION OF PROPELLANT COMBINATION

* SELECTION AND DESIGN OF DETONATION INITIATION MECHANISM

*GEOMETRIC SIZING OF THE COMBUSTION CHAMBER FOR DESIRED

* INJECTOR HEAD DESIGN

*ANALYSIS AND SIMULATION(S)

Department of Aeronautical Engineering, DSCE, Bengaluru-78 13

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Table 6.1 : Fuel-oxidiser trade off

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7.1 DEPENDENCE ON CHANNEL WIDTH

Fig 7.1 : Detonation Channel Width

Department of Aeronautical Engineering, DSCE, Bengaluru-78 16

7.2 DETONATION INITIATION

Fig 7.2 : Initiation Tube designed in Solidworks

Department of Aeronautical Engineering, DSCE, Bengaluru-78 17

7.3 SCALABILITY AND SIZING

Fig 7.3 : Geometric Relations

Minimum channel width min is related to h* by, min  h*

Minimum fill length is given by, Lmin = 2h

Department of Aeronautical Engineering, DSCE, Bengaluru-78 18

Table 7.1 : Calculated Engine Parameters

Detonation Cell width(λ) 11mm