Concept Assessment of a Hydrocarbon Fueled RBCC … · Author: User Created Date: 5/22/2007 6:28:37...

Copyright ©2007, SpaceWorks Engineering, Inc. (SEI) All Rights Reserved1

Concept Assessment of a Hydrocarbon Fueled RBCC-Powered Military Space PlanePresentation to 54th JANNAF Propulsion Meeting/5th MSS/3rd LPS | May 14-17, 2007, Denver, CO

John E. Bradford, Ph.D.President | SpaceWorks Engineering, Inc. (SEI) | [email protected] | 1+770.379.8007

John R. Olds, Ph.D., P.E.Principal Engineer/CEO | SpaceWorks Engineering, Inc. (SEI) | [email protected] | 1+770.379.8002

Jon G. WallaceSenior Project Engineer | SpaceWorks Engineering, Inc. (SEI) | [email protected] | 1+770.379.8008


C O N T E N T S

IIIIIIIVV

Program IntroductionAnalysis Tools and Modeling

Sentinel ConceptTrade Studies

Conclusions


I I N T R O D U C T I O N


P R O J E C T O V E R V I E W

Innovative Concept Development for RLVs Using Combined-Cycle Propulsion for Military Applications

Air Force Research Lab( AFRL) at Wright-Patterson Air Force Base (WPAFB)

Phase-1 Start Date: September 17th, 2003Phase-2 Start Date: September 17th, 2004Contract End Date: July 17th, 2006

Integrate combined-cycle propulsion systems with new conceptual designs of future military RLVsFor all phases,

-the design methodologies and tools used for this process are based at the conceptual/preliminary level and will model the full life cycle of the program-a multi-disciplinary performance assessment is used to obtain vehicle closure, subsequently a cost assessment is performed to determine non-recurring, operations, and system acquisition costs

Enable propulsion technologists to see effect of CCE technologies on design of a launch systemPerform a more realistic analysis of the breadth of the impact of that technology on the cost and

operational complexity of the entire systemConcurrently, innovative concepts will be developed that showcase new capabilities available to the

military from such architectures

TITLE

SPONSOR

TIMELINE

OBJECTIVES

GOALS


S P A C E

FIVE ADVANCED TSTO MILITARY SPACE VEHICLES

Hybrid

Fully-Reusable

Hybrid

Hybrid

Hybrid

SYSTEM

JP-7 & H2O2 RP-1 & LOX

15klbs cargo, LEO

A/B (TBCC+DMSJ)

+Rockets

HTHLARES

Spiral-2

RP-1 & LOX,LH2 & LOX

10klbs cargo, LEO

A/B (Ram/Scram)

+ Rockets

VTHL ARES

Spiral-1

RP-1 & LOX15klbs cargo, LEOAll-RocketVTHL

ARESHybrid-OS

JP-7 & LOX13klbs SMV,LEO

A/B (RBCC)+

RocketsVTHLSentinel

MSP

JP-7 & H2O213klbs SMV, LEO

A/B (TBCC+DMSJ)

+Rockets

HTHLQuicksat MSP

PROPELLANTSPAYLOADPROPULSIONCONFIGURATIONVEHICLE


II A N A L Y S I S T O O L S& M O D E L I N G


C L O S U R E

PHOENIX INTEGRATION MODELCENTER ENGINEERING ENVIRONMENT

www.phoenix-int.com


E N G I N E E R I N G

In-House, SEI-Developed ToolsIndustry Common ToolsDISCIPLINE

ModelCenter© (Phoenix Int.)Analysis Server (Phoenix Int.)

-

NAFCOM (NASA/SAIC)

-

Architecture Assessment Tool -Enhanced (AATE, NASA KSC)

-

-

S/HABP (NASA)TPS-X Database (NASA ARC)

POST-2 (NASA LaRC)

SRGULL (NASA LaRC)

APAS (UDP and S/HABP)NASCART-GT (Georgia Tech)

Solid EdgeIDEAS (SDRC)

Facility, Ground Support Equipment, and Operations Assessment (FGOA) Tool

Facilities and Ground Support

Equipment

SESAW (avionics)Subsystems

Cost and Business Analysis Module (CABAM)

Economics and Cost

Parametric MERs, historical databasesExcel-based sizing models

Weights & Sizing

-Operations

GT-Safety IISafety /Reliability

REDTOP, REDTOP-2 (Liquid Rockets)PARADIGM (IRS Cycle Analysis)

Propulsion

SentryAeroheating / TPS

-Aerodynamics

OptWorks (Pi Blue Software)ProbWorks (Pi Blue Software)

Systems Engineering

Flyback-SimTrajectory Optimization

-CAD & Packaging

TOOLS

Vehicle Performance

Economic Closure

Collaborative Design and Optimization


III S E N T I N E L


O V E R V I E W

- Two-Stage-To-Orbit (TSTO) Military Space Plane (MSP) concept- Target IOC 2020-2025- Booster first stage (SOV) referred to as the ‘Sentinel’- Configuration enables Vertical Takeoff and Horizontal Landing (VTHL)- Fully reusable booster with expendable upperstage- Primary mission to deliver 13K lb. SMV to Low-Earth-Orbit (LEO)- Booster uses hydrocarbon (JP-7) fuel for RBCC main engines- JP-7 and LOX propellants for main propulsion rocket systems on both stages- Capable of fully autonomous, unpiloted flight- Booster supports powered, supersonic flyback to launch site (RTLS)


S E N T I N E L M S P


P A Y L O A D

A reusable vehicle capable of remaining on-orbit for extended periods of time

Supports rapid micro-satellite replenishment, on-orbit servicing, ground surveillance, and intelligence gathering

Currently envisioned as a winged-body airframe, weighing approximately 13Klbs, a nose-to-tail length of 27.5 feet, and wingspan of 15 feet

Features a small, kerosene and H2O2 liquid rocket engine (AR2-3) for on-orbit maneuvering

SPACE MANEUVERING VEHICLE


M I S S I O N


B A S E L I N E

51.3 ft

Space Maneuver Vehicle (SMV)

143.3 ft

Gross Weight – system (lbs): 756,545

Dry Weight – Sentinel (lbs): 158,060

Dry Weight – Upperstage (lbs): 4,250

Mass Ratio – Sentinel: 2.638

Mixture Ratio – Sentinel: 1.185

Length (feet) 143.3

Booster Payload (lbs): 78,735

Space Maneuver Vehicle (lbs): 13,090


T E C H N O L O G I E S

Pressure-fed, bipropellant RCSAdvanced avionics for autonomous flight capabilityExtensive Integrated Vehicle Health Monitoring (IVHM) systems

Booster Specific

Upperstage Specific

Entire System

(4) RBCC engines using Independent Ramjet Stream (IRS) cycleACC TPS leading edges (nose, cowl, wings, and tails)Gr-Ep Airframe primary and secondary structureTi-Al hot-structure (wings and tails)Cylindrical, non-integral Gr-Ep fuel and oxidizer tanksCRI TPS blankets (fuselage, windward)AFRSI blankets (leeward fuselage)EHA’s (electro-hydraulic actuators) for control surfacesNo OMS engine requirement

Cylindrical, non-integral Al propellant tanksSingle JP-7/LOX rocket engineAFRSI TPS blankets over unshielded upper surfaceMPS engine used as OMS engine for deorbit burnOMS deorbit delta-V of 100 ft/s


P E R F O R M A N C E

288.4 / 339.8 / 319.1ISTAR (Booster/Upperstage/System) (s)

VALUEPARAMETER

24,496Delta-V Flight (fps)

31,580Delta-V Total (fps)

335Downrange Distance at Staging (nmi)

19,080Upperstage Final Weight on Orbit (lbs)

207,886 / 78,735Weights at Staging (Booster/Upperstage) (lbs)

756,545Initial Weight (lbs)

KEY PERFORMANCE VALUES:

KEY TRAJECTORY EVENTS SUMMARY

0Liftoff

TIME (s)EVENT

70Mach 1.0

120End of IRS-mode, Mach 3.5

266End of DMSJ-mode Operation, Mach 8.0

Staging Maneuver (9,000 fps)

SMV Release at 70 by 197 nmi. orbit

341

575

Total Delta-V Contributions

Total delta-V = 31,580 ft/s

77.6 %

9.5 %11.9 %

1.0 %

Flight

DragGravity

Thrust Vectoring


W E I G H T S

SYSTEMVEHICLE HARDWARE

158,060DRY WEIGHT20,615Programmatic Margin (15%)8,100Subsystems (power, EHAs, EC&D, avionics, ECCLS)770ACS Propulsion

14,785Thermal Protection13,090Landing Gear

Main Propulsion40,285RBCC (installed)

34,605Airframe Structure (bulkheads, tanks, etc.)25,810Wings and Tails (with carry through structure)

WEIGHT (lbs)COMPONENT

4,700Startup Losses756,545GROSS WEIGHT

3,920ACS Propellants14,370Unusable Propellants

286,810INSERTION WEIGHTAscent Propellants

225,965JP-7 Fuel243,770LOX Oxidizer

1,075Residual Propellants3,860Reserve Propellants

242,325LANDED WEIGHT

268,520ENTRY WEIGHT26,195Flyback Propellants

79,330Payload (Upperstage with SMV)158,060Dry Weight


*Component categories represent rolled up totals from Level-3 WBS


W E I G H T S

SYSTEMVEHICLE HARDWARE

595Startup Losses78,735GROSS WEIGHT

595ACS Propellants610Unusable Propellants

19,085INSERTION WEIGHTAscent Propellants

16,085JP-7 Fuel43,565LOX Oxidizer

65Residual Propellants475Reserve Propellants

17,880ENTRY WEIGHT

13,090Payload (SMV)4,250Dry Weight


4,250DRY WEIGHT385Programmatic Margin (10%)615Subsystems (power, EHAs, EC&D, avionics, ECCLS)135ACS Propulsion

275Thermal Protection0.0Landing Gear

Main Propulsion1,550Rocket

1,290Airframe Structure (bulkheads, tanks, etc.)0.0Wings and Tails (with carry through structure)


*Component categories represent rolled up totals from Level-3 WBS


I R S R B C C

− 4 flowpaths each with single rocket/fuel injector powerpack− Sized to provide ~1.25 liftoff thrust-to-weight− Baseline engine T/W: 27:1 uninstalled and 23.5:1 installed− Cowl leading edge to trailing edge length of 37.9 feet− Rocket Powerpack:

Propellants: LOX/JP-7Mixture Ratio: 2.7Chamber Pressure: 2,500 psiExpansion Ratio: 10:1

− Rocket is always at full-power

464.9367,32060,0003.5

60,000

40,000

20,000

0.0

0.0

ALTITUDE (FT)

457.3342,4803.0

323.1

313.3

323.4

330.6

ISP (S)

236,4200.0

236,9702.0

228,9001.0

233,7600.5

THRUST (LBS)MACH NUMBER

Thrust values correspond to reference vehicle of 135 ft

INDEPENDENT RAMJET STREAM CYCLE

*Representative performance values, not at actual flight conditions


H I G H - S P E E D

Maximum Contraction (Mach >6)

Minimum Contraction (takeoff to Mach 4)

0.00

20.00

40.00

60.00

80.00

100.00

120.00

140.00

160.00

0.00 200.00 400.00 600.00 800.00 1000.00 1200.00 1400.00

0.00

20.00

40.00

60.00

80.00

100.00

120.00

140.00

160.00

0.00 200.00 400.00 600.00 800.00 1000.00 1200.00 1400.00

− 4 Flowpaths for RBCC DMSJ-mode operation− Three-ramp, 2-D external compression system

− Initial 5o ramp from nose− Transitions to 9o ramp− Final 12o turn to engine inlet

− Shock-On-Lip (SOL) condition at Mach 8− Variable geometry inlet with thermal choke in combustor− Fixed geometry cowl at 0o incidence with waterline− Performance estimates generated with SRGULL


T R A J E C T O R Y - 1

0

250

500

750

1,000

1,250

1,500

1,750

2,000

2,250

2,500

0 50 100 150 200 250 300 350 400 450 500 550 600

Time (seconds)

0

45,000

90,000

135,000

180,000

225,000

270,000

315,000

360,000

405,000

450,000A

ltitude (ft)

Dynamic PressureAltitude

Initiate Pullup Maneuver @ Mach 8Dy

nam

ic Pr

essu

re (p

sf)


T R A J E C T O R Y - 2

0.0

2.5

5.0

7.5

10.0

12.5

15.0

17.5

20.0

22.5

25.0

27.5

30.0

0 50 100 150 200 250 300 350 400 450 500 550 600

Time (seconds)

0

37,500

75,000

112,500

150,000

187,500

225,000

262,500

300,000

337,500

375,000

412,500

450,000A

ltitude (ft)Mach Number

Altitude

Mach 8.0

Mach

Num

ber


A E R O

0

0.01

0.02

0.03

0.04

0.05

0.06

0.07

3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0Mach Number

APAS 0.0 degNASCART-GT 0.0 degAPAS 5.0 degNASCART-GT 5.0 deg

S/HABP ANALYSIS GRID

Cd

Mach Number


C F D

Mach Number : 5Alpha : 5o

7.0

1.0

4.0

2.5

5.5

Mach Number Contours

Surface Normalized Pressure6.5

0.1

3.25


T H E R M A L

1.43 psfCRI BlanketsUpper and Lower Surfaces

12.6 psfACCLeading Edges

Avg. Areal WeightMaterial StackupComponent-Wings

1.28 psfCRI andTUFI AETB-8 Ceramic Tiles

Windward Forebody & Aftbody Nozzle

0.74 psfCRI andAFRSI Blankets

Leeward and Sidewalls

12.6 psfACCNose Leading Edge

Avg. Areal WeightMaterial StackupComponent - Fuselage

- Results from SEI’s Sentry code- 1-D transient thermal analysis- Convective heat rate data supplied from S/HABP- Material property data from NASA Ames TPS-X database- Analysis grid consisted of 2,188 nodes

- Avg. TPS material unit weight for vehicle 1.23 psf (all surfaces)

- Fuselage leading edge maximum temperature of 2,980 R

- Wing/Tails/Verticals leading edges at 3,300 R


IV T R A D E S T U D I E S


E N G I N E T / W

153.94,25078,725

203,965927,494

T/W 20:1

4,2504,250Upperstage Dry Weight (lbs)143.3

78,735158,060756,545

T/W 27:1(Nominal)

78,715Upperstage Gross Weight (lbs)

137.0Booster Length (feet)

133,510Booster Dry Weight (lbs)665,895System GLOW (lbs)

T/W 35:1PARAMETER


S T R I K E

- Assessed ability of Sentinel to carry and deploy 4 Hypersonic Technology Vehicles (HTV)- A single HTV weighs 2Klbs and assumed to travel 1,500 nmi. when released at high-Mach- Sentinel upperstage with SMV replaced with conformal tank and carrying rack for HTVs

-Vehicle performs similar mission profile up to start of desired cruise condition- Booster then flies lower-q trajectory using propellant load of 61.5Klbs carried externally to extend range- Booster then resumes acceleration profile to achieve nominal staging condition and release point for HTVs at 9Kfps

- SEI examined various cruise conditions

GLOBAL ?GLOBAL ?


A L T E R N A T E C O N F I G U R A T I O N

Fuel Tankage

Primary Fuel Tanks (x4)

Auxiliary Conformal Fuel Tank

Hypersonic Technology Vehicles

HTVs (x4)


C A P A B I L I T Y

33.837.438.3

TIME TO RELEASE (minutes)

393,565408,830420,775

INITIAL WEIGHT (lbs)

80,00076,00068,000

CRUISE ALTITUDE (ft)

642705597

CRUISE RANGE (nmi)

2.822.953.06

AVG. L/D

2,4776.02,5405.02,4324.0

TOTAL STRIKE RANGE (nmi)

CRUISE MACH NUMBER

- Mach 5 cruise condition yielded maximum range!

- Without major system modification, the Sentinel does not meet 9,000 nmi range requirements for nearly global strike access for CONUS


V C O N C L U S I O N S


S U M M A R Y

− SEI utilized Phoenix Integration’s ModelCenter® to create a highly coupled, multidisciplinary design environment for vehicle closure and optimization

− Exploration of Combined-Cycle Design Space using Consistent Tools, Processes, and Assumptions

− Examined TSTO vehicles with a range of propulsion systems, configurations, and propellants

− ARES evolution could take a path that replaces the booster (i.e. Spiral-2, to improve flexibility of operations) or one that replaces the upper stage (i.e. Spiral-1, to increase reliability and abort options)

− MSP TBCC and RBCC combined-cycle approaches studied yielded remarkably similar vehicle size and weight results, despite very different low-speed propulsion systems

− Previously reported on Quicksat TBCC option had much higher Isp up to Mach 3.5 but lacked thrust margin and acceleration capability

− Sentinel had much lower Isp from RBCC IRS mode up to Mach 3.5, but had ample thrust margin and great acceleration capability

118143Length (ft)151,765158,060Dry Weight (lbs)682,000756,545Gross Weight (lbs)

Quicksat TBCCSentinel RBCC


C O N C L U S I O N S

− The flyback/RTLS requirement for booster is a significant driver on vehicle size

− Elimination of the flyback requirement resulted in gross weight reduction of ~18% and dry weight reduction of ~14%.

− SEI does not advocate eliminating RTLS capability due to number of operational advantages it enables

− Goal is to understand the sensitivity and impact RTLS requirement places on system

− The RBCC IRS operational mode did not appear to offer any significant thrust or Ispaugmentation until flight conditions exceeded Mach 2.− Rocket thrusters were shut down from Mach 3.5 to Mach 8− Usefulness of integrating the rockets in the flowpath is questioned− Non-integrated propulsion system likely achieve similar performance up to Mach 3.5?− DMSJ-mode performance could likely be improved without flowpath interference from

rocket

Recommend examining alternative RBCC cycles such as SMC or DAB

− Concept Observations− High thrust levels required by main engines to support vertical takeoff result in

excessive thrust margin during final pullup maneuver prior to staging− Optimal performance solution obtained at 35% throttle− Similar issue for SSTO configurations as they approach MECO

Concept Assessment of a Hydrocarbon Fueled RBCC … · Author: User Created Date: 5/22/2007 6:28:37...

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