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

LIQUID ROCKET ENGINES DEVELOPED IN ISRO

BI-PROPELLANT PUMP FED

CRYOGENIC PUMP FED BI-PROPELLANT PRESSURE FED

MONO-PROPELLANT

1N

11N

22N

50N

440N

6.4 KN

7.35 KN

75KN

735KN

GAS GENERATOR

MAJOR SUB-ASSEMBLIES ARE:

GAS GENERATOR TURBO-PUMP TURBO-PUMP THRUST CHAMBER INJECTOR HEAD IGNITER THRUST FRAME COMMAND BLOCK 16 FLUID COMPONENTS AND SENSORS THRUST CHAMBER

CUS MAIN ENGINE

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.

Basic LPE Control Systems

Engine start/cutoff 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

Engine Start/Cut off Sequence control

Start sequence control brings the engine systems safely from start signal to nominal operation. Cut off sequence control ensures rapid and safe shut down during normal operation as well as in an emergency with minimum and repeatable cut off impulse.

Design requirements of Start Sequence Control System

Engine conditioning Safe ignition Safe Thrust and Mixture ratio profile 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.

GHe purge valve Ignitor Cavitating Venturi Main Valve Thrust Chamber H2 Injection Valve

By pass Orifice

Selector Valve H2 Vent Valve (HVV) GH2 Source

LOX Tank Vent Line

Vent Line

50 Chamber pressure LOX injection pressure

40 Pressure (bar)

30 Main valve Command Main valve open Bypass valve Open IGNITION 0 H2 valve open 0 0.5 1.0 Time(s) 1.5

20

10

Start transient of a Pressure fed mode Cryogenic engine

Schematic diagram of a Typical LOX/LH2 Pump fed engine

LOX & LH2 FEED SYSTEM CHILLING - LOW FLOW RATE - HIGH FLOW RATE LH2 & LOX TANK PRESSURE GHe SUPPLY FOR FBU PURGE ME & GG USING GHe PURGE SE USING GHe

To-900

To 150 To 150 To + 1

To-900 To+0.5 To - 150

To + 2.3 To + 1

3.7 0.2 bar

BRING THRUST & MRC REGULATORS T0 - 1250

Tf Tf +1 Tf+2.3 +2.3
Tf+10
Tf+10

To - 155 To - 155

LH2 SUPPLY FOR ENGINE UNIT (GG, ME & SE) OPERATE IGNITER OF SE OPERATE IGNITOR OF ME LOX SUPPLY TO SE LOX SUPPLY TO ME OPERATE IGNITOR OF GG LOX SUPPLY FOR GG MOVE THRUST & MRC ACTUATORS TO NOM POSITION

To + 1 To + 1 To + 1 To + 1 To + 1.5 To + 1.5 To + 2 To + 2 To + 3.5 To + 3 To + 3

Tf + 2.3

Tf + 2.3 Tf + 2 Tf + 1

To Engine start Tf Engine shutoff

Operating sequence of a LOX/LH2 Pump fed engine

Pressure(MPa)

Gas Generator Ignition Main Engine Ignition

0 2 4 6 8

Time (s)

Chamber pressure build up in start transient of a Cryogenic engine

Safe Upper Limit

5 MR 4 3

2.5

5.0 Time(s)

7.5

10.0

Cryogenic engine hot test Mixture ratio bulild up

50 Thrust regulator angle MRC Regulator angle 0

Angle(degrees)

-50

-100

-150

4
Time(s)

10

Thrust/MR control regulator movement in start transient of a Cryogenic engine

Engine Duration Control

Engine shut down is either by guided cutoff or by propellant depletion cutoff. In guided cutoff, integrating accelerometer will give the required signal to cutoff, when the required vehicle velocity is achieved. In propellant depletion cutoff 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 cutoff command (Guidance based cutoff) GG-LOX Cutoff

Acceleration(m/s )

15

10 3 5 ME LOX Cutoff 0 999 H2 Cutoff 1000 Time(s) 1001 0 1002

Engine Shut down transient Guidance based cutoff

Pressure(MPa)

LOX Injection Pressure Vehicle Acceleration

8 Propellant Depletion 6 Pressure(MPa) Command cutoff at 50% Chamber Pressure

Command pressure Chamber pressure

0 262

264

266 Time (s)

268

270

Engine Shut down transient Depletion based cutoff

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 fixed based on the safe operation limits of the engine.

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

AUTO ABORT CONDITIONS FOR HOT TEST TYPICAL CRYOGENIC ENGINE OF PARAMETER
1. a. CHAMBER PRESSURE b. CHAMBER PRESSURE c. LOX INJECTION PRESSURE

ABORT VALUE

NOMINAL VALUE

INTERVAL

PC1 PC2

> 69 bar > 69 bar

64.7 bar 64.7bar 81.7 bar To to Tf

POCI-1 > 104 bar (2 out of 3)

2. a. TEMPERATURE OF GAS AT GG OUTLET TGGE-1A b. TEMPERATURE OF GAS AT TURBINE EXIT

> 950 K > 950K > 900 K > 900 K

670K To to Tf 630K

TGGE-1B TGTE-A TGTE-B (4 out of 4)

3. a. CHAMBER PRESSURE b. CHAMBER PRESSURE c. LOX INJECTION PRESSURE

PC1 PC2

< <

8 bar 8 bar 8.5 bar

58.3 bar 58.3 bar 81.7 bar To+3 sec toTf

POCI-1' <

(2 out of 3)

60

Pressure(bar)

40

Successful test

20

Test aborted due to non-ignition (Lower limit abort group)

Lower abort limit

0 0 2 4 Time(sec) 6 8 10

Cryogenic engine test Engine safety control by lower abort

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

Thrust Control Schemes in Pressure Fed Engines

Open loop mode Pre calibrated flow control devices (orifices, venturies etc) are used in the propellant feed circuits to maintain the thrust within specified limits. Closed loop mode Variable area flow control valves in the feed circuits or propellant tank pressure variation is used for controlling the thrust, based on the feed back signal.

Thrust Control Schemes in Pump Fed Engines

Thrust is controlled by throughput to the turbine. controlling the

Open loop mode Propellant flow to Gas generator is controlled using fixed area orifices or venturies. Closed loop mode Propellant flow to GG or hot gas flow from GG to turbines is controlled by variable area flow control valves, based on the feed back signal.

Feed back signals for closed loop Thrust control systems

Engine parameters like chamber pressure, thrust chamber injection pressures etc. Vehicle acceleration

Mixture Ratio Control Schemes

Open loop mode Pre-calibrated flow control elements are used in the propellant feed circuits to attain the required mixture ratio within the specified limits. Closed loop mode Variable area flow control valves are used in the propellant feed circuits to control the mixture ratio, based on the feed back signal.

Feed back signals for closed loop Mixture Ratio control systems
Onboard computer estimates the mixture ratio using the flow 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. Modified 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.

Schematic diagram of GG cycle engine with open loop Thrust & MR control system

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 orifices and venturies employed in the propellant feed lines of GG and main Combustion chamber. Control accuracy : +3%

Schematic of SCC engine with closed Loop Thrust and MR control system

Required Chamber Pressure

Chamber Pressure Feed back

Control Electronics

Thrust Control Electric Drive Thrust Control Regulator Engine

Block diagram of Typical Thrust control system

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) WATER FLW RATE,KG/SEC PR : DROP(BAR) TEST RESULT, A0 (BAR) -125 0.46 39.846.8 35.4 38.4 -80 1.26 59.679.9 59.3 77.5 -50 1.26 42.958.1 43.0 45.5 -25 1.26 32.343.2 33.0 35.5 0 1.26 27.127.9 24.6 26.3 25 1.26 15.623 17.4 18.9 50 1.26 9.115.6 10.7 12.0 75 1.26 5.79.1 5.85 6.91 100 1.26 3.85.3 3.23 3.58 125 1.26 2.7-4.1 2.36 1.84

A1

Typical Closed Loop Thrust Control System for a Cryogenic Rocket Engine
Thrust is regulated by controlling the LOX flow to Pre-combustion chamber by a variable area flow 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.

START CHAMBER PRESSURE MEASURED [PIO(M)] INPUT SIGNALS IS PIO(L)<PIO(M)<PIO(H) CHAMBER PRESSURE REQUIRED [PIO(R)] NO

PIO(M) PIO(R)

YES U=16.6x[ ) ] (1 NO U=0

F >D
YES IS F <D1 NO U=Ax

IS

YES

U=A x 1

U <99 YES

NO

U=99xSIGN[U]

1 0.06025[U] = + >0+
NO
U

YES YES

U=
L

( + U)- 0
0.06025

<0- L
NO OUT PUT

( )- 0 U= 0.06025 =
+0.06025*U

Thrust control algorithm For a Cryogenic engine

7.0 Chamber pressure control accuracy : +0.025 MPa 6.5

Pressure (MPa)

6.0

Test result

5.5

Permissible limits

5.0

400
TIME (s)

800

Engine chamber pressure with closed loop control system in a Cryogenic engine hot test

Block diagram of Typical MR control system

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
WATER,FLOW RATE,KG/SEC PR.DROP

-125
4.97

-80
12.35 8293.9 87.3 88.1

-50
12.35 73.783.7 74.5 79.1

-25
12.35 67.276.7 68.0 72.2

0
12.35 61.269.9 64.1 67.2

25
12.35 55.863.7 59.1 60.0

50
12.35 50.158 52.9 54.9

75
12.35 44.952.4 49.1 49.6

100
12.35 42.743.6 44.2 44.2

125
12.35 34.241.5 38.7 38.8

46.552.4 BAR TEST RES A0 47.2 (BAR) A1 45.5

Typical Closed Loop MR Control System for a Cryogenic Rocket Engine

Mixture ratio is regulated by controlling the LOX flow to the thrust chamber by a variable area flow 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 flow meters and temperature sensor. MRC regulator is actuated by a stepper motor to achieve the required mixture ratio.

START

RECEIVED COMMAND 47 YES RECEIVED COMMAND 47-A SIGNAL FROM LOX FLOW METER N01 N02 N 03 , , SIGNAL FROM LH 2 FLOW METER Nf1, Nf2, N f3 NO

NO

YES SIGNAL FROM LOX temp. SENSOR DR1 D R2 D R3

SIGNAL PROCESSING UNIT YES

L NLIM <N 0 <N H LIM

NO

YES
L NLIM <N f<N H LIM

NO

YES DR<D RLIM YES r = DR = dKm DR = r NO

SIGNAL FROM AVR

Db

b dK = DDb

A(a +B N )(1-B R) D 0 0 0 -1 Ka(a +b N )(1-C T) D f f f

Da=a-a1/a2 U = -16.6 Da

b S = dK dK+ dK

Mixture ratio control algorithm For a Cryogenic engine


> K d Km d m YES S=F* d K m 1 U = -S
S

NO d S=F* d m 2 K +F* 1K
b

U > Um YES U < 99 YES a=a +0.06025*U i-1 L a > (a -a reg 0 ) YES a < (a +a 0
H ) reg

NO

U=0

NO

U=99 *sign(U)

NO

U=

(a0-a L )-a i-1 reg 0.06025 YES U=0

NO

ANALISIS OF SIGNAL PLUS STOP

YES

NO H (a +a )-a U = 0 reg 0.06025 ai =a i-1 +0.06025*U

i-1

OUT PUT

Mixture ratio control algorithm For a Cryogenic engine-contd

5.8 Mixture ratio control accuracy : + 0.35% 5.7

MR

5.6

Permissible limits
5.5

Test result

5.4

400 Time (s)

800

Engine mixture ratio with closed loop control system in a Cryogenic engine hot test

Factors affecting Mixture ratio in a typical cryogenic engine

Parameters Variation Change during in MR flight (%) +1.5 +3.0 +0.4 +0.5 +0.5 +0.5 +2 +6.0 -3.0 +1.6 +0.5 +1.0 +0.8 +2.0

1. LH2 temperature change in flight,K 2. LOX temperature change in flight,K 3. LH2 temperature variation during loading, K 4. LOX temperature variation during loading, K 5. LH2 pump inlet pressure variation,bar 6. LOX pump inlet pressure variation,bar 7. Engine tuning error

Design Criteria of Thrust/MR Control Regulators

The regulator flow area profile is designed based on the following conditions
Rate of change of thrust/MR w.r.t pintle movement should be constant dF/d : Constant dk/d : Constant Cross coupling between thrust and MRC systems should be minimum dk/d ~ 0 dF/d ~ 0

K : MR F : Thrust : MRC regulator angle : Thrust regulator angle

2.0 Mixture ratio regulator 1.5 dMR/d - Constant

Safe transient Regime

1.0 Thrust Regulator Area(cm )

2

MR Regultor Area (cm )

0.8

0.6

0.4 1.0 Thrust Regulator dThrust/d - constant 0.5 -150 -50 50 Regulator pintle position(Degrees) 0.2

0 150

Thrust/MR control regulator area For a typical cryogenic engine

CUS ENGINE HOT TEST

PS2 Engine 735 KN Thrust

PS2 Engine Hot test

Typical Thrust control system for earth storable engine

Typical Closed Loop Thrust Control System for an Earth Storable Rocket Engine
Earth storable engines generally employ pneumo hydraulic/hydraulic systems for Thrust and MR control. The thrust control regulator uses a piston, balanced by the chamber pressure feedback on one side and the required chamber pressure fed as command pressure on the other side. Any unbalance will move the piston thereby varying the propellant flow rate to the gas generator resulting in an increase or decrease of chamber pressure as required.

Typical Mixture ratio control system for earth storable engine

Typical Closed Loop MR Control System for an Earth Storable Rocket Engine
Since the effect of propellant temperature on MR is negligible, MR is controlled by controlling the thrust chamber inlet pressures. MR control regulator equalizes the oxidizer and fuel pressures at thrust chamber inlet by means of a balancing piston. The required MR is ensured by suitably sizing the calibrated orifice mounted in the propellant line.

4000

LH2 TANK

GAS BOTTLE LH2 PAS RCS THRUSTERS ITT AMBIENT HEL. GAS BOTTLE LOX TANK

UMBILICA L CONNECT OR

LOX PAS

13630

GIMBAL ACTUATO R ENGINE

Propellant Tank Pressurization Control

Control of propellant tank pressure is essential for the safe operation of the engine (non cavitating operation of the pumps), and safety of the tanks (avoiding over pressurisation). Tank pressure is controlled either by a Pressure regulator based system or algorithm based bang-bang mode ONOFF system.

Propellant Tank Pressurization Control(Contd)

In pressure regulator based pressurization system, tank pressure is regulated by controlling the pressurant flow into the tank by a pressure regulator. In bang-bang mode pressure regulation system, the tank pressure is monitored by pressure switches/pressure transducers and pressurant is admitted/vented by means of ON-OFF valves, based on the command generated using a pressurization/vent logic.

Pressure regulator based Tank pressurization system

0.700

0.675 Pressure(MPa)

0.650 Control band : 0.62 + 0.01 MPa 0.625

0.600

100 sec

200

300

Tank pressure Regulator based control

ON/OFF mode Tank pressurization system

0.20

0.18 Pressure(MPa)

0.16

0.14 Minimum Pressure - 0.13 MPa

0.12

0.10

200

400 Time(s)

600

Tank pressure ON/OFF mode control

Thrust Vector Control by Engine Gimballing

Thrust vector control is used for steering the vehicle over a desired trajectory. TVC can be done by gimballing main engine by small angle (<5o) or by gimballing small auxillary engine by large angles (30-50o) Based on the vehicle trajectory, the onboard computer generates the necessary error signal and gimbal the engine using actuators.

VIKAS ENGINE INTEGRATED WITH GIMBAL CONTROL

L40 STAGE - VIKAS ENGINE TEST

FUTURE ENDEAVORS

GSLV MKIII PAYLOAD CONFIGURATION LIFT-OFF WEIGHT OVERALL LENGTH 4.5 T 2xS200 + L110 + C25 629 T 40.5 m

G S L V M K II I

L P S C

C-25 STAGE
4000

13630

GSAT IRS GSLV MkII 2003

INSAT

PSLV 1994

GSLV MkI 2001

C25 STAGE

GSLV MkIII 2007

HIGH THRUST ENGINE

GS2 STAGE PS2 STAGE PS4 STAGE CUS ENGINE L110

SAT. PROP. MODULE

Ion THRUSTER

LIQUID PROPULSION TECHNOLOGY GROWTH PROFILE

CUS AOCS LAM L40 STAGE

HIGH PERFORMANCE LAM

8th Plan

9th Plan

10th Plan

Beyond 10th Plan

TSTO