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LIQUID PROPELLANT ROCKET ENGINE CONTROL SYSTEMS. V Gnanagandhi Programme Director CSP /LPSC/ISRO TRIVANDRUM.
WORKSHOP ON ENGINE CONTROL SYSTEM TECHNOLOGY IIT – MUMBAI 19 TH NOVEMBER 2004. LIQUID ROCKET ENGINES
DEVELOPED IN ISRO. BI-PROPELLANT PUMP FED. CRYOGENIC PUMP FED.
Lesson 9: Solid Eduardo Casillas Introduction Solid-
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1. LIQUID PROPELLANT ROCKET ENGINE CONTROL SYSTEMS V Gnanagandhi Programme Director CSP /LPSC/ISRO TRIVANDRUM WORKSHOP ON ENGINE CONTROL SYSTEM TECHNOLOGY IIT –
MUMBAI 19TH NOVEMBER 2004
5. LIQUID ROCKET ENGINES DEVELOPED IN ISRO BI-PROPELLANT PUMP FED CRYOGENIC PUMP FED BI-PROPELLANT PRESSURE FED MONO-PROPELLANT 6.4 KN 75KN 11N 50N 7.35 KN 22N 1N
440N 735KN
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6. GAS GENERATOR • MAJOR SUB-ASSEMBLIES ARE: • GAS GENERATOR • TURBO-PUMP • THRUST CHAMBER • INJECTOR HEAD • IGNITER • THRUST FRAME • COMMAND BLOCK • 16 FLUID
COMPONENTS AND • SENSORS TURBO-PUMP THRUST CHAMBER CUS MAIN ENGINE
7. Functions of LPE Control System The engine control system interconnects the components and logics of the engine and ensure proper functioning of the engine with the desired
performance.
8. Basic LPE Control Systems • Engine start/cuto sequence control • Engine duration control • Engine safety control • Propellant Mixture ratio control • Engine Thrust control • Propellant tank
pressurization control • Thrust vector control by gimballing • Engine system Checkout and test control
9. Engine Start/Cut o Sequence control • Start sequence control brings the engine systems safely from start signal to nominal operation. • Cut o sequence control ensures rapid and safe
 shut down during normal operation as well as in an emergency with minimum and repeatable cut o impulse.
10. Design requirements of Start Sequence Control System • Engine conditioning • Safe ignition • Safe Thrust and Mixture ratio pro le • Adequate Thrust chamber cooling • Lead time of fuel
admission with respect to Oxidizer admission for safe engine operation. • Adequate pump inlet pressures to avoid Cavitation of pumps • Build-up characteristics of pumps & turbines • Proper
Valve response characteristics • Purging the oxidizer circuits with inert gas to avoid the entry of fuel/hot gases.
11. GHe purge valve Ignitor Thrust Chamber Cavitating Venturi Main Valve H2 Injection Valve Selector Valve By pass Ori ce H2 Vent Valve (HVV) LOX Tank GH2 Source Vent Line Vent Line
13. Start transient of a Pressure fed mode Cryogenic engine
14. Schematic diagram of a Typical LOX/LH2 Pump fed engine
15. To – Engine start Tf – Engine shuto Operating sequence of a LOX/LH2 Pump fed engine
16. Chamber pressure build up in start transient of a Cryogenic engine
17. Cryogenic engine hot test Mixture ratio bulild up
18. Thrust/MR control regulator movement in start transient of a Cryogenic engine
19. Engine Duration Control • Engine shut down is either by guided cuto or by propellant depletion cuto . • In guided cuto , integrating accelerometer will give the required signal to cuto ,
when the required vehicle velocity is achieved. • In propellant depletion cuto scheme, engine is stopped either by the signal from vehicle accelerometer or engine parameters like chamber
pressure, injection pressure etc, indicating depletion of any one of the propellants.
20. Engine Shut down transient Guidance based cuto
21. Engine Shut down transient Depletion based cuto
22. Engine System Safety Control • Engine safety control system monitors major engine parameters during engine operation and safely aborts the operation in case of malfunctioning of any
system. • The upper and lower abort limits are xed based on the safe operation limits of the engine.
23. Typical Engine parameters to be monitored for assessing the health • Chamber pressure • Coolant channel outlet temperature • Turbo pump speed • Pump inlet & outlet pressures • Gas
generator pressure & temperature
25. Lower abort limit Cryogenic engine test Engine safety control by lower abort
27. Thrust & Mixture ratio Control Systems • Thrust & Mixture ratio control systems are necessary to achieve safe engine operation, required vehicle performance and minimum propellant
outage. Thrust & Mixture Ratio Control Schemes • Open Loop mode • Closed Loop mode
28. Thrust Control Schemes in Pressure Fed Engines • Open loop mode – Pre calibrated ow control devices (ori ces, venturies etc) are used in the propellant feed circuits to maintain the thrust
within speci ed limits. • Closed loop mode – Variable area ow control valves in the feed circuits or propellant tank pressure variation is used for controlling the thrust, based on the feed
back signal.
29. Thrust Control Schemes in Pump Fed Engines • Thrust is controlled by controlling the throughput to the turbine. • Open loop mode – Propellant ow to Gas generator is controlled using
xed area ori ces or venturies. • Closed loop mode – Propellant ow to GG or hot gas ow from GG to turbines is controlled by variable area ow control valves, based on the feed back signal.
30. Feed back signals for closed loop Thrust control systems • Engine parameters like chamber pressure, thrust chamber injection pressures etc. • Vehicle acceleration
31. Mixture Ratio Control Schemes • Open loop mode – Pre-calibrated ow control elements are used in the propellant feed circuits to attain the required mixture ratio within the speci ed
limits. • Closed loop mode – Variable area ow control valves are used in the propellant feed circuits to control the mixture ratio, based on the feed back signal.
32. Feed back signals for closed loop Mixture Ratio control systems • Onboard computer estimates the mixture ratio using the ow meter and temperature data, which is compared with the
desired value and corrected. • In propellant utilization control system, the available propellants in the tanks are estimated using level sensors. Modi ed mixture ratio based on the available
propellant is arrived at for the optimum utilization of the propellants and the control valves are adjusted to deplete the propellants simultaneously.
33. Schematic diagram of GG cycle engine with open loop Thrust & MR control system
34. Typical Open Loop Thrust/MR Control System for a Cryogenic Rocket Engine • Engine Thrust and Mixture ratio is set to required level by properly sizing the ori ces and venturies employed
in the propellant feed lines of GG and main Combustion chamber. • Control accuracy : + 3 %
35. Schematic of SCC engine with closed Loop Thrust and MR control system
36. Block diagram of Typical Thrust control system
38. CUS THRUST CONTROLLER MAJOR SPECIFICATIONS : FLUID MEDIUM = LOX, FLOW RATE 1.4 KG/SEC, OPERATING PRESSURE = 130 BAR NORMAL OPERATING RANGE = -125 TO +125, MAX: RANGE
OF MOVEMENT = -140 TO +140 MAX RESISTANCE TORQUE AT 130 BAR,(NO FLOW CONDITION) = 20 KG CM LEAK RATE OF SHAFT PRIMARY SEL= 50 SCC/MIN,GN2 AT 150 BAR, SECONDARY
SEAL=10SCC/MIN,1 BAR FLOW CHARACTERISTICS POSITION(DEGRS) -125 -80 -50 -25 0 25 50 75 100 125 WATER FLW RATE,KG/SEC 0.46 1.26 1.26 1.26 1.26 1.26 1.26 1.26 1.26 1.26 PR : DROP(BAR)
39.8-46.8 59.6-79.9 42.9-58.1 32.3-43.2 27.1-27.9 15.6-23 9.1-15.6 5.7-9.1 3.8-5.3 2.7-4.1 TEST RESULT, A0 (BAR) A1 35.4 38.4 59.3 77.5 24.6 26.3 5.85 6.91 43.0 45.5 33.0 35.5 17.4 18.9 10.7 12.0
3.23 3.58 2.36 1.84
39. Typical Closed Loop Thrust Control System for a Cryogenic Rocket Engine • Thrust is regulated by controlling the LOX ow to Pre-combustion chamber by a variable area ow control valve,
operated by a stepper motor. • Using the feed back signal, the thrust control electronics estimates the engine thrust, its deviation from the requirements and command pulses required to
nullify the deviation using the thrust control algorithm and actuates the thrust regulator.
40. Thrust control algorithm For a Cryogenic engine
41. Test result Permissible limits Engine chamber pressure with closed loop control system in a Cryogenic engine hot test
42. Block diagram of Typical MR control system
44. CUS MIXTURE RATIO CONTROLLER MAJOR SPECIFICATIONS FLUID MEDIUM = LOX, FLOW RATE = 12.8 KG/SEC, OPERATING PR := 130 BAR. NORMAL RANGE OF OPERATION = -125 TO +125,MAX:
RANGE = -140 TO +140 LEAK RT OF PINTLE FORE END SEAL= 2000SCC/MIN AIR AT 100 BAR LEAK RT OF PINTLE REAR END SEAL=1500 SCC/MIN AIR AT 65 BAR MAX REST TORQUE AT NO FLOW, =
20 KGCM FLOW CHARACTERISTICS POSITION -125 -80 -50 -25 0 25 50 75 100 125 WATER,FLOW RATE,KG/SEC 4.97 12.35 12.35 12.35 12.35 12.35 12.35 12.35 12.35 12.35 PR.DROP BAR 46.5-52.4
82-93.9 73.7-83.7 67.2-76.7 61.2-69.9 55.8-63.7 50.1-58 44.9-52.4 42.7-43.6 34.2-41.5 A0 A1 47.2 45.5 87.3 88.1 74.5 79.1 68.0 72.2 64.1 67.2 59.1 60.0 38.7 38.8 49.1 49.6 TEST RES (BAR) 52.9 54.9
44.2 44.2
45. Typical Closed Loop MR Control System for a Cryogenic Rocket Engine • Mixture ratio is regulated by controlling the LOX ow to the thrust chamber by a variable area ow control valve
(MRC regulator), operated by a stepper motor. • The MR control electronics estimates the MR and the command pulses required to correct the deviation using the signals from ow meters
and temperature sensor. MRC regulator is actuated by a stepper motor to achieve the required mixture ratio.
46. Mixture ratio control algorithm For a Cryogenic engine
47. Mixture ratio control algorithm For a Cryogenic engine-contd
48. Test result Permissible limits Engine mixture ratio with closed loop control system in a Cryogenic engine hot test
49. Factors a ecting Mixture ratio in a typical cryogenic engine
50. Design Criteria of Thrust/MR Control Regulators • The regulator ow area pro le is designed based on the following conditions • Rate of change of thrust/MR w.r.t pintle movement should
be constant dF/db : Constant dk/da : Constant • Cross coupling between thrust and MRC systems should be minimum dk/db~ 0 dF/da ~ 0 K : MR F : Thrust a : MRC regulator angle b : Thrust
regulator angle

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