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Explosives and Propellants: Power to Breach Mountains, Wage war and Visit the Moon
Published in Richard J. Sundberg, The Chemical Century, 2017
The name Jupiter was applied to modified Redstone rockets that were augmented with solid-fuel boosters. The Jupiter name was first applied to a medium range missile whose development was initiated jointly by the Army and Navy, but transferred to the Air Force in 1956. They were fueled by RP-1 (kerosene) and liquid O2. They had originally been designed for use on ships and were not particularly well-suited to Air Force needs. They were deployed in Europe from 1961 to 1963, armed with nuclear warheads. A version called Jupiter-C was used to launch the first several capsules containing monkeys to test the ability of primates to survive launch and weightlessness (see Section 1.4.1).
Launch Vehicles, Propulsion Systems, and Payloads
Published in Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell, An Introduction to the Spaceport Industry, 2020
Janet K. Tinoco, Chunyan Yu, Diane Howard, Ruth E. Stilwell
Airports are familiar with handling and storage of aviation fuels used by aircraft, particularly aviation gas (Avgas) for general aviation aircraft, jet fuels (JP-4, JP-5, JP-7, JP-8), unleaded kerosene Jet A-1 used by most turbine-powered aircraft, and, perhaps, rocket propellant (RP) RP-1 (highly purified form of kerosene). These fuels are hydrocarbons/petroleum distillates (gasoline, naphtha, kerosene, and fuel oil/gas oil). Other typical fuels are motor gasoline (mogas) and auto diesel. Note that Avgas falls into the gasoline category, but jet fuel and liquid hydrocarbons are of the kerosene category (Edwards 2003).
A hybrid multicomponent model for the vaporisation simulation of gasoline drop
Published in Combustion Theory and Modelling, 2019
Zeyu Ren, Lei Zhang, Xiaohua Ren
Attempts have been made to improve the CMC vaporisation models for petroleum fuels by imposing a more complex PDF for describing the fuel composition. Harstad et al. [12] formulated a double-peak gamma distribution, which was a linear combination of two regular gamma distributions. The distribution was based on the square root of molecular weight and was used to simulate the vaporisation of gasoline and diesel fuel drops immersed in a carrier gas containing fuel vapours. Harstad and Bellan [13] further used the double-gamma distribution to simulate the drop vaporisation of kerosene fuels including isolated Jet A, JP-7, and RP-1. Clercq and Bellan [14] used a similar approach to simulate the vaporisation of many fuel drops in a direct numerical simulation of a gaseous mixing layer. Showing enhanced performance in the simulation, the above practices of double-peak gamma distribution proved its advantages compared to a simple distribution in the vaporisation modelling of complex hydrocarbon fuels composed of various types of species. Inspired by both CMC and DMC approaches, Sazhin et al. [15] proposed a vaporisation model which groups diesel fuel components having close properties into the quasi-components and accounts for the contribution from six hydrocarbons groups and three discrete hydrocarbons species. Yi et al. [16] developed a hybrid multicomponent (HMC) vaporisation model, assuming the fuel as the mixture of a finite number of discrete hydrocarbon groups, and the composition of each hydrocarbon group is described by a single PDF. Using this approach, the overall PDF of the fuel is a linear combination of several single PDFs, allowing a more detailed modelling of petroleum fuel composition compared to the conventional CMC or DMC models.
Ensemble Combustion of Liquid Oxygen / Gaseous Hydrogen Coaxial Flames with Transverse Acoustics
Published in Combustion Science and Technology, 2023
Mario Roa, Douglas Talley, Ramakanth Munipalli
Pant and Wang (2019) reviewed four generations of experimental designs that have been experimentally and theoretically studied by various groups, the latter not limited to Purdue groups, beginning about 2008 (Pomeroy, Lamont, Anderson 2009; Pomeroy et al. 2008) and up to very recently (Gejji et al. 2020; Harvazinski et al. 2019). The oxidant was gaseous oxygen having various amounts of vitiation, produced either from decomposed hydrogen peroxide or from an oxygen-rich hydrogen/oxygen preburner. Various fuels were also studied, for example, methane, ethane, and various blends of kerosene (JP-8, RP-1). Various numbers of injectors were used in the linear array, up to nine. Almost all of the injectors, with the exception of the impinging elements examined by (Pomeroy, Nugent, Anderson 2010), were of the coaxial class. However, they were in a sense “inverse” to the coaxial elements used in this study and reviewed thus far. That is to say, the oxidant in the center post was a gas, not a liquid, while the fuel in the annular region was not always a gas but could also be a liquid, and was swirled. Another important difference was that the center post of each element was recessed to various extents into a “cup” formed by an extended outer annular wall, such that any combustion happening in the cup tended to be shielded by varying extents from transverse gas motions in the main chamber, including transverse acoustics. This configuration was motivated by designs used in the Former Soviet Union (Dranovsky 2007). As mentioned above, the experiments did not use acoustic drivers but relied instead on naturally occurring instabilities. Wave amplitudes as high as 100% of the mean chamber pressure could be reached (Gejji et al. 2020). Besides the “inverse” geometry, an important difference from the other studies cited thus far is that the acoustic waves in these experiments tended to be steep-fronted, shock-like traveling waves rather than standing waves. This meant that pressure and velocity fluctuations tended to be in-phase instead of 90 degrees out-of-phase, as with standing waves.
Computational investigation of cooling effectiveness for film cooled dual-bell exhaust nozzle for LO2/LH2 liquid rocket engines
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2021
Martin Raju, Abhilash Suryan, David Šimurda
The calculated maximum reduction of specific impulse for an LO2/LH2 engine was 5% at MR = 15 and the maximum reduction of specific impulse for an LO2/RP-1 engine was 3.3% at MR = 15. This implies that the loss in specific impulse due to film cooling is higher in case of a LO2/LH2 engine.