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Reaction engine operates on the principle of a controlled condensed detonation. In this engine the gas products that are expelled from the engine to produce thrust are generated by the condensed detonation reaction. The engine is constructed of two basic sections consisting of a detonation wave generator section and a condensed detonation reaction section.
Reaction engine operates on the principles of a controlled condensed detonation rather than on the principles of gas expansion. The detonation results in reaction products that are expelled at a much higher velocity.
Detonation reaction engine comprising outer housing enclosing pair of inner walls for continuous flow
The heart (or, perhaps more appropriately, the stomach) of any chemical manufacturing process is the reactor, where chemical and physical transformations occur under precisely controlled conditions. For non-electrochemical industrial processes, the design, optimization and operation of chemical reactors are extremely well developed, drawing upon the principles of chemistry, physics, calculus and economics. However, electrolytic processes face a dearth of well documented reaction engineering principles and design practices. This tutorial-style poster presentation introduces electrochemistry students and industrial practitioners to the "lost art" of reaction engineering and its organic extensions to electrochemical devices. Electrochemical reactor fundamentals and illustrative design equations are presented alongside a proposed five-step generalizable methodology for electrochemical reactor scale-up. Overall, this contribution seeks to educate electrochemistry researchers on practical means of reducing laboratory technologies to commercial practice.
The heart (or, perhaps more appropriately, the stomach) of any chemical manufacturing process is the reactor, where chemical and physical transformations occur under precisely controlled conditions. For traditional industrial processes, the design, optimization and operation of chemical reactors are extremely well developed, drawing upon the principles of chemistry, physics, calculus and economics. However, new-age process concepts proposing to use "exotic" reactors and/or sustainable inputs (e.g., renewable carbon resources, electrons, photons, plasma) face a dearth of well documented reaction engineering principles & design practices that eclipses their rapid adoption. This presentation features two vignettes of (the return of) reaction engineering in sustainable process science, first in the valorization of lignin from biomass, and second in understanding multimodal catalyst deactivation in industrial-scale reactors within the Catofin process for propane dehydrogenation. Overall, this seminar seeks to educate student researchers on practical means of advancing laboratory reactor technologies towards commercial practice.
Gimbal mounted test device measures thrust vector deviation of reaction engines in terms of angular displacement and thus precludes force interaction.
Configurations of a typical mass driver reaction engine (MDRE) are presented and its use for delivery of payloads to geosynchronous orbit (GEO) from low earth orbit (LEO) is discussed. Basic rocket equations are developed for LEO to GEO round-trip missions using a single exhaust velocity. It is shown that exhaust velocities in the 5-10 km/sec range (specific impulse of 500-1000 sec) are well suited for mass drivers, minimizing the overall cost of missions. Payload delivery rate fractions show that there is little to be gained by stretching out LEO to GEO transfer times from 90 to 180 days. It therefore pays to use the shorter trip time, approximately doubling the amount of delivered payload during any fixed time of use of the MDRE.
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Optimization has been carried out on the design of a mass-driver intended for upgrading the Shuttle to geosynchronous and lunar-orbit capability. The machine accelerates 2,100 tons/yr of external tankage, in 14-gram segments, to exhaust velocities of 8,000-10,000 m/s. The resulting reaction force raises 1,700 tons/yr. of Shuttle payloads to high orbit, in two round trips. Exhaust velocity and thrust can be optimized for each mission segment. For a mission requiring an exhaust velocity of 8,000 m/sec, thrust is 560 newtons, power is 2.9 megawatts, and efficiency is 75%. Total electrical component mass including power supplies and waste-heat radiators is 89 tons. To insure that reaction mass does not constitute a hazard, segments may be in the form of powder, electrostatically dispersed after acceleration, and/or thrust may be vectored.
Oxygen is a consumable material which needs to be produced continuously in most space missions. Its use for propulsion as well as life support makes oxygen one of the largest volume chemicals to be produced in space. Production of oxygen from lunar materials is of particular interest and is very attractive possibility. The kinetics and mechanism of reduction of ilmenite by carbon monoxide and hydrogen at 800 to 1100 C were investigated. The temporal profiles of conversion for carbon monoxide have a sigmoidal shape and indicate the presence of three different stages (induction, acceleration, and deceleration) during the reduction reaction. The apparent activation energy decreases from 18 kcal/mole at 10 percent conversion to 10 kcal/mole at 50 percent conversion. The reaction is first order with respect to carbon monoxide under the experimental conditions studied. Both SEM and EDX analysis show that the diffusion of Fe product away from the reaction front and through the TiO2 phase, followed by the nucleation and growth of a separate Fe phase are important steps affecting the process kinetics. The results from hydrogen reduction show that the mechanism of ilmenite reduction by hydrogen is similar to that by carbon monoxide. However, the titanium dioxide can be further reduced by hydrogen at 800 to 1000 C. The detailed comparison and theoretical modeling of both reduction processes is presented.
Boundary condition iteration methods in chemical process plant optimal design and control, considering simplicity and ease of programming, computation time and storage requirements
Liquid oxygen/liquid methane (LO2/LCH4 ) has recently been viewed as a potential green propulsion system for both the Altair ascent main engine (AME) and reaction control system (RCS). The Propulsion and Cryogenic Advanced Development Project (PCAD) has been tasked by NASA to develop these green propellant systems to enable safe and cost effective exploration missions. However, experience with LO2/LCH4 as a propellant combination is limited, so testing of these systems is critical to demonstrating reliable ignition and performance. A test program of a 100 lb f reaction control engine (RCE) is underway at the Altitude Combustion Stand (ACS) of the NASA Glenn Research Center, with a focus on conducting tests at altitude conditions. These tests include a unique propellant conditioning feed system (PCFS) which allows for the inlet conditions of the propellant to be varied to test warm to subcooled liquid propellant temperatures. Engine performance, including thrust, c* and vacuum specific impulse (I(sub sp,vac)) will be presented as a function of propellant temperature conditions. In general, the engine performed as expected, with higher performance at warmer propellant temperatures but better efficiency at lower propellant temperatures. Mixture ratio effects were inconclusive within the uncertainty bands of data, but qualitatively showed higher performance at lower ratios.
Three non-toxic demonstration reaction control engines (RCE) were successfully tested at the Aerojet Sacramento facility under a technology contract sponsored by the National Aeronautics and Space Administration s (NASA) Marshall Space Flight Center (MSFC). The goals of the NASA MSFC contract (NAS8-01109) were to develop and expand the technical maturity of a non-toxic, on-orbit auxiliary propulsion system (APS) thruster under the auspices of the Exploration Systems Mission Directorate. The demonstration engine utilized Liquid Oxygen (LOX) and Ethanol as propellants to produce 870 lbf thrust. The Aerojet RCE s were successfully acceptance tested over a broad range of operating conditions. Steady state tests evaluated engine response to varying chamber pressures and mixture ratios. In addition to the steady state tests, a variety of pulsing tests were conducted over a wide range of electrical pulse widths (EPW). Each EPW condition was also tested over a range of percent duty cycles (DC), and bit impulse and pulsing specific impulse were determined for each of these conditions. White Sands Test Facility (WSTF) in April 2005 for incorporation into a cryogenic Auxiliary Propulsion System Test Bed (APSTB). The APSTB is a test article that will be utilized in an altitude test cell to simulate anticipated mission applications. The objectives of this APSTB testing included evaluation of engine performance over an extended duty cycle map of propellant pressure and temperature, as well as engine and system performance at typical mission duty cycles over extended periods of time. This paper provides acceptance test results and a status of the engine performance as part of the system level testing. Subsequent to acceptance testing at Aerojet, these three engines were delivered to the NASA
A non-toxic, dual thrust reaction control engine (RCE) was successfully tested over a broad range of operating conditions at the Aerojet Sacramento facility. The RCE utilized LOX/Ethanol propellants; and was tested in steady state and pulsing modes at 25-lbf thrust (vernier) and at 870-lbf thrust (primary). Steady state vernier tests vaned chamber pressure (Pc) from 0.78 to 5.96 psia, and mixture ratio (MR) from 0.73 to 1.82, while primary steady state tests vaned Pc from 103 to 179 psia and MR from 1.33 to 1.76. Pulsing tests explored EPW from 0.080 to 10 seconds and DC from 5 to 50 percent at both thrust levels. Vernier testing accumulated a total of 6,670 seconds of firing time, and 7,215 pulses, and primary testing accumulated a total of 2,060 seconds of firing time and 3,646 pulses.
T:hree non-toxic demonstration reaction control engines (RCE) were successfully tested at the Aerojet Sacramento facility under a technology contract sponsored by the National Aeronautics and Space Administration's (NASA) Marshall Space Flight Center (MSFC). The goals of the NASA MSFC contract (NAS8-01109) were to develop and expand the technical maturity of a non-toxic, on-orbit auxiliary propulsion system (APS) thruster under the auspices of the Exploration Systems Mission Directorate. The demonstration engine utilized Liquid Oxygen (LOX) and Ethanol as propellants to produce 870 lbf thrust. The Aerojet RCE's were successfully acceptance tested over a broad range of operating conditions. Steady state tests evaluated engine response to varying chamber pressures and mixture ratios. In addition to the steady state tests, a variety of pulsing tests were conducted over a wide range of electrical pulse widths (EPW). Each EPW condition was also tested over a range of percent duty cycles (DC), and bit impulse and pulsing specific impulse were determined for each of these conditions. Subsequent to acceptance testing at Aerojet, these three engines were delivered to the NASA White Sands Test Facility (WSTF) in April 2005 for incorporation into a cryogenic Auxiliary Propulsion System Test Bed (APSTB). The APSTB is a test article that will be utilized in an altitude test cell to simulate anticipated mission applications. The objectives of this APSTB testing included evaluation of engine performance over an extended duty cycle map of propellant pressure and temperature, as well as engine and system performance at typical mission duty cycles over extended periods of time. This paper provides acceptance test results and a status of the engine performance as part of the system level testing.
Exploration Systems Architecture Study conducted by NASA in 2005 identified the liquid oxygen (LOx)/liquid methane (LCH4) propellant combination as a prime candidate for the Crew Exploration Vehicle Service Module propulsion and for later use for ascent stage propulsion of the lunar lander. Both the Crew Exploration Vehicle and Lunar Lander were part the Constellation architecture, which had the objective to provide global sustained lunar human exploration capability. From late 2005 through the end of 2010, NASA and industry matured advanced development designs for many components that could be employed in relatively high thrust, high delta velocity, pressure fed propulsion systems for these two applications. The major investments were in main engines, reaction control engines, and the devices needed for cryogenic fluid management such as screens, propellant management devices, thermodynamic vents, and mass gauges. Engine and thruster developments also included advanced high reliability low mass igniters. Extensive tests were successfully conducted for all of these elements. For the thrusters and engines, testing included sea level and altitude conditions. This advanced development provides a mature technology base for future liquid oxygen/liquid methane pressure fed space propulsion systems. This paper documents the design and test efforts along with resulting hardware and test results.
A report discusses a cryogenic reaction control system (RCS) that integrates a Joule-Thompson (JT) device (expansion valve) and thermodynamic vent system (TVS) with a cryogenic distribution system to allow fine control of the propellant quality (subcooled liquid) during operation of the device. It enables zero-venting when coupled with an RCS engine. The proper attachment locations and sizing of the orifice are required with the propellant distribution line to facilitate line conditioning. During operations, system instrumentation was strategically installed along the distribution/TVS line assembly, and temperature control bands were identified. A sub-scale run tank, full-scale distribution line, open-loop TVS, and a combination of procured and custom-fabricated cryogenic components were used in the cryogenic RCS build-up. Simulated on-orbit activation and thruster firing profiles were performed to quantify system heat gain and evaluate the TVS s capability to maintain the required propellant conditions at the inlet to the engine valves. Test data determined that a small control valve, such as a piezoelectric, is optimal to provide continuously the required thermal control. The data obtained from testing has also assisted with the development of fluid and thermal models of an RCS to refine integrated cryogenic propulsion system designs. This system allows a liquid oxygenbased main propulsion and reaction control system for a spacecraft, which improves performance, safety, and cost over conventional hypergolic systems due to higher performance, use of nontoxic propellants, potential for integration with life support and power subsystems, and compatibility with in-situ produced propellants.
Engineering the surface Pt coordination environment is a promising strategy for promoting the kinetically sluggish oxygen reduction reaction (ORR) on Pt-based catalysts. Here, in this study, we achieve the compressive strain effect and electronic effect by Cu and N co-doping to synthesize the PtCuN hollow nanospheres with PtN overlayers (PtCuN@PtN HNSs) using a facile solvothermal synthesis. Electrochemical investigations show that the constructed disordered Pt–N coordination structures effectively facilitate the ORR and stabilize Pt atoms in the compressed lattice, whereas an excessive N-doping can lead to the formation of a structurally unstable Pt nitride phase. Theoretical analyses confirm that the oxygen reduction kinetics on the compressed PtN overlayers are regulated by a synergistic effect resulting from N-doping and lattice compression, circumventing the traditional linear scaling relationships (LSR). The optimized PtCuN@PtN HNSs, with the composition of PtCu 0.29 N 1.1 , demonstrate an area-specific activity of 1.98 mA cm –2 and a mass-specific activity of 1.81 A mg Pt –1 .