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Design and Launch of The Hybrid Rocket Demonstrator Compass: June 2022
Design and Launch of The Hybrid Rocket Demonstrator Compass: June 2022
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ABSTRACT 1. INTRODCUTION
Hybrid Engine Development (HyEnD) is the student rock- The STERN (Studentische Experimentalraketen, engl.: stu-
etry team of the University of Stuttgart. Since the end of dent experimental rockets) project of the German Aerospace
2019, HyEnD is participating in the educational program Center (DLR) provides funding for student groups of German
STERN II (Studentische Experimentalraketen) of the Ger- universities in order to develop and launch a rocket within
man Aerospace Center DLR. This program supports students three years. The rockets are launched from the Esrange
at German universities to design, build and launch an experi- launch site near Kiruna, Sweden and shall reach an altitude
mental rocket within a project term of three years. HyEnD is of at least 3 km and the speed of sound [1]. However, several
developing the hybrid sounding rocket N2 ORTH, which will student groups exceeded these minimum requirements [2].
launch from Esrange Space Center in Sweden in November In 2019, HyEnD applied together with the Institute of
2022. The goal is to educate students in aerospace related Space Systems (IRS) of the University of Stuttgart for the
engineering topics and to surpass the altitude record of the second time for the DLR STERN project. The application
HEROS rocket (32.3 km) which was launched by HyEnD in included a proposal for the development of a successor of
2016. Under the given constraints, the design is optimized the HEROS sounding rocket, which has reached an altitude
for maximum performance, resulting in a simple compo- of 32.3 km in November 2016 and was developed within the
nent setup, an efficient propulsion system and an overall first STERN participation of HyEnD [3].
lightweight design. In a first design study, the decision was After the application was accepted, the team started work-
made to use liquid nitrous oxide (N2 O) as oxidizer and a ing on the project in October 2019. The goal of HyEnD’s
custom developed, HTPB-based fuel in blow down operation. second STERN participation is to launch a hybrid sounding
New technologies and concepts were developed and tested rocket called N2 ORTH and to recover it safely. Furthermore,
on the subscale demonstrator rocket Compass, which was N2 ORTH shall surpass the altitude record currently hold by
launched in June 2021 to an altitude of 3220 m. Compass the HEROS rocket.
features a newly developed Type V CFRP pressure vessel The design of the N2 ORTH rocket is based on the expe-
with an ETFE surface coating on the inside to ensure chem- rience gained with the HEROS rockets. Several new tech-
ical compatibility. Opening the compact and lightweight nologies are developed and tested within the project. In or-
pyrotechnic slider valve initiates the launch. The HyFIVE der to evaluate these technologies and to gain experience, it
hybrid rocket engine has a nominal thrust of 800 N and fea- was decided to incorporate these technologies into a subscale
tures a CFRP casing. During the test campaign, the engine demonstrator rocket called Compass. Compass is designed
was optimized in 41 hot fire tests, which were conducted at for a total impulse of up to 8000 N s and shares the work-
the DLR Institute of Space Propulsion in Lampoldshausen. ing principle of most components with the larger N2 ORTH
A combined test of oxidizer tank, valves, ground support rocket. Both rockets are compared in Figure 1.
equipment and engine was performed as well. The two-stage
recovery system, consisting of a drogue parachute and a main
parachute, was successfully tested in drop tests. During the
Compass launch campaign, HyEnD was able to demonstrate
the operating principle of all components. Although the de-
ployment of the main parachute was not fully successful, a
safe launch, stable flight and data acquisition was achieved.
All newly developed technologies were assessed and, if nec-
essary, optimized for their implementation in the N2 ORTH
rocket.
Index Terms— hybrid, rocket, engine, propulsion, ni-
trous oxide, HTPB, launch, type v, tank, pyrotechnic valve Fig. 1. Compass and N2 ORTH
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
2. DESIGN STUDY RESULTS the risk of decomposition and also the most expensive option.
Nitrous oxide offers the lowest performance (ISP,SL = 231 s)
A design study for N2 ORTH was conducted in order to iden- and density (785 kg m−3 ) of the considered options, but is
tify the relevant technologies that are required to provide a affordable from an overall system perspective and often used
performance increase when compared to the HEROS rocket. in student-built engines [3, 7, 12]. While the handling does
Multiple propellant combinations and propulsion system con- not require cryogenic temperatures, material compatibility
figurations were compared. As Compass shares the same pro- still has to be considered. Self-decomposition can result from
pellant combination and has the same working principle of handling at elevated temperatures, pressures and impurities
components, the results of the design study have a major im- [13]. Due to the high vapor pressure (pvap ≈ 51 bar at 20 ◦ C
pact on the overall design of Compass. [10]), self-pressurized propulsion systems without a pressure
regulator and additional pressurant tank can be used.
2.1. Propulsion System Depending on the size of the rocket, the resulting weight
reduction of a self-pressurized system can compensate the
The DLR STERN project allows the use of rocket engines of performance losses due to the use of nitrous oxide. Addi-
any type, including solid, liquid and hybrid propellant engines tionally, the high optimum mixture ratio (OFopt = 6.7 with
[1]. Liquid rocket engines usually offer high performance and HTPB) results in a larger rocket tank. While the density of
can be throttled. However, the feeding and injection systems nitrous oxide is lower than the density of the considered fuels
require a comparably high development effort [4]. (see Table 2), the oxidizer can usually be stored more effi-
Solid propellant engines require no feeding system as the ciently in a pressure vessel than the solid fuel can be stored
propellants are already stored in the combustion chamber [4]. in the combustion chamber. The low volumetric loading frac-
However, they offer lower performance than most liquid pro- tion is inherently caused by the design of a hybrid combus-
pellants. Additionally, the development of solid rocket motors tion chamber, as the fuel grain requires one or multiple ports.
is subject to legal limitations and restrictions. In Germany, Although a pressure-fed combustion chamber has to handle
certain licenses are required for production and handling [5], lower pressures than the tank, additional thermal protection is
making solid propellants unappealing for student groups. required, thereby increasing the dry mass.
Hybrid rocket engines can offer comparable performance
It was concluded that the use of nitrous oxide in blow-
to liquid propellant engines, depending on the chosen pro-
down configuration is most suitable to achieve the highest
pellants [3]. Due to the solid state of one of the components
rocket performance within the project constraints. Helium
(usually the fuel), the safety of all steps during production and
was chosen as an additional pressurant stored in the ullage
operation is increased [6]. Because of the less complex de-
of the oxidizer tank. Supercharging with inert gases like he-
sign, pressure-fed hybrid rocket engines are commonly used
lium increases the lift-off thrust, ensures a sufficient pressure
by students and amateurs worldwide [7, 8, 9]. As HyEnD has
difference over the injector and reduces effects of cavitation
already successfully developed and tested several hybrid mo-
within the feeding system and injector [12]. Additionally,
tors, the decision was made to develop a hybrid rocket within
the risk of flame flashbacks during the gas phase blow down
the project.
is reduced.
Typical oxidizers used in hybrid rockets are liquid oxygen
(LOx, O2 ), nitrous oxide (N2 O) and concentrated hydrogen
peroxide (HTP, H2 O2 ) [4]. A comparison of relevant param- Table 2. Considered Fuels
eters can be found in Table 1.
ρ OFopt * ISP,SL *
Paraffin 900 kg m−3 [14] 7.4 234 s
Table 1. Considered Oxidizers HTPB/MDI 930 kg m−3 [15] 6.7 231 s
ρ [10] OFopt * ISP,SL * Sorbitol 1490 kg m−3 [14] 2.7 219 s
O2 1285 kg m (at − 214 ◦ C)
−3
2.2 260 s HDPE 947 kg m−3 [16] 7.3 234 s
N2 O 785 kg m−3 (at 20 ◦ C) 6.7 231 s *Calculated with NASA CEA [11]. Oxidizer: N2 O.
H2 O2 1452 kg m−3 (at 20 ◦ C) 5.7 246 s Flow frozen at throat, expansion from 30 to 1 atm.
*Calculated with NASA CEA [11]. Fuel: HTPB.
Flow frozen at throat, expansion from 30 to 1 atm. As shown in Table 2, all considered fuels deliver compara-
ble specific impulse. Oxygenated fuels like sorbitol lead to
While liquid oxygen delivers the highest specific impulse slightly reduced performance and to a lower optimum mix-
(ISP,SL = 260 s) of the considered oxidizers, hydrogen per- ture ratio. Due to the minor differences in performance, other
oxide has the highest density (1452 kg m−3 ). However, liquid criteria are used for the selection of the fuel. Paraffin has
oxygen is cryogenic, requires expensive equipment and la- higher regression rates compared to the other fuels [17]. This
borious handling [4]. H2 O2 is challenging to handle due to is important for hybrid rocket engines with high thrust lev-
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
els as they are considered for first stage applications and or-
bital vehicles. However, a high regression rate results in a
higher required combustion chamber diameter. It was con-
cluded that a rocket diameter higher than 250 mm is not feasi-
ble for N2 ORTH due to the limited availability of appropriate
equipment and tools. Thus, the maximum possible fuel mass
at optimum mixture ratio is limited by the engine diameter.
Fuels with lower regression rates generally lead to longer fuel
grains with smaller diameter, thereby allowing a longer burn
time at a given fuel thickness. Fuel grains from HDPE either
have to be machined from a semi-finished product or brought
into the appropriate shape by plastic injection molding. Ad-
ditionally, HDPE leads to comparatively high L/D ratios of
the engine due to its low regression rate [18]. Therefore, it
was not regarded suitable for the project. The use of a casting
process with an HTPB-based fuel allows a less constrained
shaping of the fuel grain. While HTPB offers a performance
increase of up to 4.5 % when compared to pure sorbitol, one
common disadvantage is the use of toxic curing agents (MDI,
TDI) [19] during the fuel grain production process. In-house
development and testing of a HTPB-based fuel using a non- Fig. 2. Compass (CAD Model)
toxic curing mechanism started prior to the STERN project.
As first results were promising, it was decided to fully develop
this new fuel within the STERN project. 3.1. Oxidizer Tank
The oxidizer tank of Compass is a composite pressure vessel,
2.2. Key Technologies which features a thin ETFE fluoropolymer surface coating on
the inside. This design was chosen primarily due to the po-
In order to improve the performance of N2 ORTH when com- tential weight savings for the N2 ORTH rocket compared to
pared to HEROS, the most relevant parameter is the structural HEROS. The production process as well as the application in
mass ratio. The key technologies to be developed and tested the rocket was validated with Compass.
with Compass were identified as: In the production process, two aluminum tank domes are
coated with an ETFE fluoropolymer on the inner surface. The
• A type V CFRP liner-less pressure vessel that is inte- cylindrical part of the pressure vessel uses a thin aluminum
grated into the outer hull structure tube as a winding mandrel, which is coated with an ETFE
• A hybrid engine with a lightweight CFRP combustion layer and an adhesion promoter on the outside. The ETFE
chamber hull coating ensures leak tightness as well as nitrous oxide com-
• Development of a non-toxic HTPB-based fuel, castable patibility [13]. The adhesion promoter improves the bond-
at room temperature ing to the CFRP overwrap. Additional ETFE is used to weld
together the tank domes and the ETFE-coated mandrel. Af-
• In-house developed pyrotechnical valves for oxidizer
ter the CFRP overwrap is applied, the cylindrical aluminum
supply and release
winding mandrel is dissolved with a sodium hydroxide solu-
tion. During this process, the sodium hydroxide solution must
be cooled continuously due to the exothermic reaction. The
3. COMPASS ROCKET laminate is heat cured at a temperature of 65 ◦ C for 24 h. An
overview of the tank design is shown in Figure 3.
The Compass rocket has a length of 2450 mm and an outer di- The structural calculation was conducted using classical
ameter of 122 mm (see Figure 2). The oxidizer tank can store laminate theory in combination with Puck’s action plane fail-
up to 5 L of nitrous oxide and is filled via a quick disconnect ure criterion [20]. The tank was designed for an operating
coupling. Helium is used to pressurize the oxidizer up to a pressure of 65 bar with a safety factor of two. The design
pressure of 65 bar, which is set by the relief valve. The rocket was validated by destructive testing with tank prototypes. The
also features an avionics section, a two-stage recovery system obtained failure pressures were in good accordance with the
and the pyrotechnically actuated main and release valve. It is calculated values with a deviation of less than 4 %. An empty
propelled by the HyFIVE hybrid rocket engine with a nominal mass of 1050 g was achieved for the flight version of the 5 L
thrust of 800 N. The dry mass of Compass is 10 kg. oxidizer tank.
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
ṙ = 0.085 · GOx 0.5 (1)
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
In March 2021, the flight version of the engine was tested at Tank
the test bench M11.5 of the DLR Institute of Space Propulsion 60
CC
Pressure / bar
in Lampoldshausen [21] for five seconds. The temperature,
pressure and mass flow of the oxidizer as well as the com- 40
bustion chamber pressure and thrust was measured. Based on
this data, a specific impulse of ISP = 211 s and combustion
20
efficiency of ηc∗ = 97% was obtained. Figure 5 shows the cut
engine after the test. All insulation components, the fuel grain
and the vortex element were observed to be in good condition. 0
0 2 4 6 8 10 12 14 16
Time / s
3.3. Valves
Fig. 5. HyFIVE-3 Engine Opened after Hot Fire Test
A schematic of the fluid system of Compass is shown in Fig-
ure 8. It is designed for a pressure of 65 bar with a safety
factor of two. The three main design drivers are weight, com-
3.2.3. Blow-Down Operation pactness and minimizing total pressure loss of the flow. The
main and release valves were developed in house. For the
The engine was tested together with the rocket’s oxidizer quick disconnect, the check valve and the relief valve, ade-
tank, valves and ground support equipment in a blow-down quate COTS components are available.
test in May 2021. Figure 6 shows the overall setup with the
oxidizer tank, fluid system and engine. The tank was filled
with 2.1 kg of nitrous oxide at a temperature of 18 ◦ C and
super charged with helium to a pressure of 67 bar.
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
For the release valve, a simple and light-weight design was
developed (see Figure 10). The valve is screwed into a
manifold with a membrane sealing the oxidizer inlet. Upon
activation, the membrane is punctured by a pyrotechnically
actuated hollow nail, releasing the oxidizer through the out-
lets. The reaction products of the pyrocharge are separated
from the oxidizer side by two O-rings. The design results in
a weight of 35 g.
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
the entire avionics. All required voltages are provided by the The main parachute was triggered but unable to inflate. Thus,
CV. In order to avoid a single point of failure each Telemega the rocket performed a drogue landing and was subsequently
is directly connected to one CV. The SW combines the out- damaged. Due to lack of adequate testing the self developed
puts of both CVs to supply the remaining avionics nodes. In avionics down link was not utilized resulting in only telemetry
case of a battery or converter failure the SW will automati- data of the Telemegas being transmitted in flight. The avion-
cally switch to the remaining functioning CV. In total, three ics node responsible for acquiring engine and tank pressure
power sources are used: The GSE, which is only present prior failed to record the measurements. The cause of the main
to launch, a four cell lithium ion battery acting as main power parachute deployment failure was traced back to the retain-
source as well as a three cell lithium polymer battery used for ing straps that secure the bag in the recovery bay during the
the pyrotechnical igniters. descent phase. The straps likely failed after the hatch was
opened, causing the main parachute bag to get tangled around
the fuselage and in its own harness. Therefore, the main
parachute could not be pulled out of the bag by the drogue
parachute.
4. LAUNCH REPORT
2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany
6. ACKNOWLEDGMENTS [10] E.W. Lemmon, I.H. Bell, M.L. Huber, and M.O. McLin-
den, NIST Chemistry WebBook, NIST Standard Refer-
The DLR STERN project is funded by the DLR Space Ad- ence Database Number 69, Eds. P.J. Linstrom and W.G.
ministration with funding from the Federal Ministry for Eco- Mallarad, National Institute of Standards and Technol-
nomic Affairs and Climate Action. HyEnD’s participation is ogy, Gaithersburg MD, 20899.
administered by the Institute of Space Systems at the Uni-
versity of Stuttgart. All hot-fire tests were performed at the [11] S. Gordon and B.J. McBride, “Computer program for
test complex M11 of the DLR Institute of Space Propulsion calculation of complex chemical equilibrium composi-
in Lampoldshausen. The launch took place at the military tions and applications,” NASA reference publication,
training area (Truppenuebungsplatz) Heuberg of the German 1994.
Armed Forces. The support of the DLR department of satel-
[12] B.S. Waxman, An investigation of injectors for use with
lite and orbital propulsion and the personnel of Heuberg is
high vapor pressure propellants with applications to hy-
greatly acknowledged. While the authors of this paper were
brid rockets, Ph.D. thesis, Stanford University, June
responsible for the development of the presented subsystems
2014.
of Compass, the project would have not been possible without
the work of more than 50 active students. [13] A. Karabeyoglu, J. Dyer, J. Stevens, and B. Cantwell,
Modeling of N2O Decomposition Events.
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2nd International Conference on Flight Vehicles, Aerothermodynamics and Re-entry Missions & Engineering (FAR)
19 - 23 June 2022. Heilbronn, Germany