1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

C11

SIMULATION OF A LIQUID ROCKET ENGINE

Nria Margarit i Bel
Massachusetts Institute of Technology
Cambridge, Massachusetts, USA
[email protected]
Prof. Manuel Martnez Snchez
Massachusetts Institute of Technology
Cambridge, Massachusetts, USA
[email protected]

Abstract
A study has been carried out of the dynamic
behaviour of the liquid propellant that circulates
through the different engine components of a
liquid.fuelled rocket. As a model we used the Vulcain
engine, the main engine of the European Ariane
rocket, which is fuelled by liquid hydrogen and
oxygen. For this purpose, a library has been created
in EcosimPro which includes the rocket components,
as well as auxiliary functions to calculate the
physical properties of the substances (both reagent
and product) which take part in the propulsion
process (combustion).

To compare the data obtained with the program we

used a model of the European Ariane 5 rocket which
uses the Vulcain propulsion engine and two solid fuel
booster rockets for the launch, which in this case are
only contemplated as thrust and substance input to the
mathematical model.

Key words: Simulation, rocket, dynamic fluid, liquid

fuel, instability, combustion.

INTRODUCTION

Certain tests are necessary before starting up a space

vehicle and carrying them out on ready built
equipment involves high costs and a great deal of risk
for the manufacturer, which is why an alternative
solution to the real tests has been sought. This
alternative consists in verifying the correct operation
of the rocket by computerised simulation.
A simulation tool has therefore been created which is
designed for use with any type of chemical rocket
based on a gas generator cycle which uses hydrogen
and oxygen as liquid fuels. However, if we have the
relevant data on their physical properties, this
specification can be extended to other substances [7].

Figure 1: Sketch of a Vulcain type engine [6]

The following are some of the modifications made
with respect to the original sketch of the Ariane
rocket:
- The use of a single turbine to supply power
to the two centrifugal pumps for the respective
propellant fluids.
- The addition of a shaft for each pump,
which means that the speed of rotation must be
reduced with the use of gears; in this case for the
oxygen pump which rotates at a lower speed.

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1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

- Equations that express the inertia of the

liquid caused by pressure fluctuations.
- Equations that express the fluid storage
capacity of components due to certain compressibility
of the liquid.
- Equations that express the shaft rotation
inertia in the turbine pumps.
- Equations that express the time-lag in the
combustion chamber.
2.1

INERTIA OF THE FLUID

VARIATIONS IN PRESSURE

WITH

Based on Newtons second law, in a horizontal feed

line with a length L and constant section A, through
which flows a liquid with a density at a speed ,
considering the loss of pressure due to friction forces
& = vA , the
and applying the continuity equation m
following deduction can be made:

L m& 2
L dm&
F = ma =
= Pin Pout f D
(1)
D 2 A 2
A dt
Where:

Figure 2: Sketch of the rocket implemented

One of the advantages gained by using the EcosimPro
program is that, once the basic components are
available, the number of components and the
connections between them can be easily modified.
The basic components in this case are:
-

Fuel storage tank

Connection pipe between components
Centrifugal pump
Gas generator or precombustor
Turbine
Injectors
Combustion chamber
Heat exchanger
Nozzle

F is the net force which the line withstands,

Pin is the line inlet pressure,
Pout is the line output pressure,
m& is the mass flow that circulates through the line,
D is the diameter of section A,
f D is the friction factor, which is calculated using a
Moody graph correlation.
Equation 1 is applied to the tanks, the different
pipelines and the heat exchanger.
It should, however, be pointed out that these elements
have been considered as vertical lines, which is why
we have added a height variation term h to equation 1
which is expressed as , where g is the acceleration
of gravity.
2.2

CAPACITY OF THE FLUID WITH

VARIATIONS IN PRESSURE

The equations and the characteristics which define

each of the above components will be specified later
on.

Working with the same case, in a line which receives

& in and which discharges another flow
a fluid flow m

m& out , considering that said flow has a certain

compressibility = d dP at a constant volume

MATHEMATICAL MODEL OF
THE DYNAMIC EQUATIONS

Consideration has been given to four different types

of dynamic equations:

AL, it can be deduced that:

m& in m& out =

dm d ( AL )
dP
=
= ( AL ) (2)
dt
dt
dt

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1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

Equation 2 is applied to the pipes, the gas generator,

the injectors and the heat exchanger.
2.3

ROTATIONAL
SHAFT

INERTIA

ON

THE

d t p
=
dt
I

(3)

R* represents the constant of the ideal gases for the

molecular mass mix M,

m& ox (t c ) is the flow of oxidiser injected within a

time (t c ) ,
m& f (t c ) is the flow of reducing agent injected
within a time

Where:

t is the power supplied by the turbine,

p is the power used by the pump.
On this basis, the inertia has been included on both
shafts in module I.
2.4

= m& ox (t c ) + m& f (t c ) m& out (4)

Where:

In the case of a turbopump whose rotor has an

inertia I, and whose shaft rotates at an angular
velocity , the following dynamic equation is
applied:

d PC VCC

dt R *TC

m& out =

Considering the complexity of the whole combustion

process, a certain length of time is required to convert
fuel from the moment of injection until the products
of the composition reach a state of equilibrium. This
time-lag c is determined not only by means of the
chemical kinetics of the reaction, but also considering
the atomisation time after the liquid is injected, as
well as the mix of reagents.

Pc At
is the flow of products from the
c*
chamber within a time t.

Finally, the characteristic velocity c* is defined on the

basis of the thermodynamic properties of the
isentropic flow with specific heat rates :

TIME-LAG IN THE COMBUSTION

CHAMBER

One of the possible causes of problems in the correct

operation of the rocket is the existence of instabilities
in the combustion chamber. There are different types
of instabilities, but in this case we have only dealt
with chugging which occurs at low frequencies and is
analytically predictable [2].

(t c ) ,

R *TC

c =
*

+1

(2 + 1) 1

On the other hand, we know that r, is the residence

time or the time that the gases remain in the
combustion chamber. Based on the characteristics of
the combustion chamber, this can be calculated as the
characteristic length

L* = VCC At [1] which, in

turn, is a function of the volume of the chamber and

of the area of the neck At:
+1

L* + 1 1
r = *

c 2
3

COMPONENTS

3.1

STORAGE TANKS

The fuel used for the model rocket is comprised of

oxidiser: liquid oxygen, and reducing agent: liquid
hydrogen; they are both cryogenic substances.
Because of this, the tank storage temperature is 90 K
and 20 K, respectively.
Figure 3: Sketch of the processes
in the combustion chamber [6]
The balance of mass in a combustion chamber with a
volume Vcc at a pressure Pc and temperature Tc can be
expressed with the following equation:

In addition, it is recommended that these tanks be

slightly pressurised (4 atm) so as to prevent possible
cavitation in the pumps that drive the gases to the
combustion chamber; but never to excess, because
this would mean having to reinforce the walls of the
tanks which would result in an excessive increase in
the weight of the rocket.

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1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

The dynamic equation that governs this component is

that defined in section 2.1.
3.2

Connecting Pipes

Two types of pipes have been designed for the model.

On the one hand, those that connect the storage tanks
with the pumps are considered to be vertical lines
and, on the other hand, those that connect the pump
outlet with the elements located ahead of them are
considered to be horizontal lines.

3.5

The gas generated in the precombustor is driven to

the turbine, where its energy is used to turn the
turbine blades. The rotational speed of the shaft
produces the power required by the pumps.
The design is based on that of an isentropic turbine,
with choked gas at exit (maximum speed is sonic)
and with a pressure ratio equal to 2.
3.6

Equations 1 and 2 are used for their dynamic

characterisation.
3.3

CENTRIFUGAL PUMPS

Two centrifugal pumps have been designed to drive

the liquid oxygen and hydrogen [4].
Although the only dynamic equation contemplated by
these pumps is that which corresponds to their
rotational inertia (equation 3), it was necessary to
define an auxiliary second-level equation to try to
simulate the actuation map for each pump [5],
relating the flow coefficient with the pressure
coefficient .

m&

= f

P
= f
2

In addition, we have a correlation between the pump

efficiency and the same coefficient [5].
It is important to point out that no consideration is
given to the possibility of cavitation for the pumps,
assuming that they have already been designed in
order to prevent such a phenomenon.
3.4

GAS GENERATOR

Also known as a precombustor, its mission is to

generate a hot gas current at high pressure through
the combustion of a small proportion taken from the
main flow.
It has been simplified as a longitudinal enclosure,
similar to a pipe, where combustion reaction takes
place at a determined pressure and temperature. In
this case, the working conditions are 90 atm and
980 K.
The only dynamic equation present is that which
considers the fluid capacity with variations in
pressure. However, a more detailed study could take
into consideration the possibility of instabilities in the
same gas generator.

TURBINE

HEAT EXCHANGER

It is absolutely essential to introduce a heat exchanger

which cools the gas outlet wall after the combustion
chamber. Temperatures of up to 3500 K can be
reached in the throat, which would be capable of
melting down any metal used in its construction.
The heat emitted by these gases is directly
proportional to the product of the gas film coefficient
hg in the nozzle (which is calculated with Bartzs
equation) and the difference between the temperature
of the chamber and the adiabatic temperature of the
wall.
To absorb the heat emitted, the actual liquid hydrogen
from the turbopump is used as the cooling fluid and it
is subsequently sent to the combustion chamber
injectors.
This component has been modelled as though it were
a pipe with a semicircular section, using dynamic
equations 1 and 2 which were referred to earlier.
3.7

INJECTORS

The injectors are characterised by their pressure drop,

calculated on the basis of the flow of fluid circulating
through them, of the orifice area, and of the flow
coefficient Cd corresponding to the design selected
for each of the reagents.
Dynamic equation 2 is applied to the volume of the
distributor which precedes the injectors.
3.8

COMBUSTION CHAMBER

The equations necessary to build a model of the

combustion chamber have already been addressed in
section 2.4.
The physical dimensions of the chamber, as well as of
the remaining components specified, could be
introduced by the user, whereas the thermo-chemical
data are calculated internally based on the
relationship between fuel flows at the chamber inlet.

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1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

3.9

NOZZLE

The objective of the nozzle equations is to calculate

the thrust produced by the engine as it expels a
determined flow of gases at a certain speed, pressure
and temperature.
Also included are the equations to calculate the heat
exchanged with the cooling system. To facilitate the
development of the integral on the transmission
surface, a cone-shape nozzle is considered.
Thanks to the thrust which is also generated by the
solid rocket boosters, rocket lift-off follows a vertical
trajectory which is, in turn, calculated in another
component created specially for the purpose.

RESULTS

As soon as we begin to effectively connect all the

components implemented in EcosimPro, an overall
component will be generated which simulates the
rocket and for which appropriate experiments are
carried out.
The user can modify the physical dimensions and
other characteristics of the design of each of the
elements with the use of Smart Sketch. By default,
these specifications correspond to known data for the
Ariane rocket and its Vulcain engine (see
attachment).
Simulation begins in a situation whereby the engine is
already operating normally; in other words, the lines
are full of circulating fluid, the pump and turbine
shafts are rotating at design speed, and combustion in
the chamber is already effective.
Initial values must be specified for the dynamic
variables, these being: the initial mass in the tanks
(expressed as liquid level), the emptying flow of the
tanks, the load flow of the injectors, and the pressure
in the lines, the gas generator and the gas heat
exchanger.
It is also necessary to establish some initial values to
serve as guidance for some of the algebraic variables
of the system, in order to facilitate the mathematical
resolution of the problem.
Physically, the only degree of freedom that exists is
the flow of gas that circulates through the turbine
which, in turn, is the variable that controls the power
generated by the turbine.
All these initial values which are necessary for the
simulation are also based on the technical
specifications of the Vulcain engine.

When we run the experiment we can see a certain

oscillation in the dynamic variables, which lasts about
5 seconds, before reaching the stationary state. If we
leave the experiment operating in this state, we can
see that rocket lift-off is normal.
In addition, the response of the system was verified
when, during execution, a disturbance was introduced
in the combustion chamber, causing an increase of
5% in the pressure value in the chamber. In this
situation, if the system is stable, the disturbance can
be seen to be mitigated. If, on the other hand, the
selected engine design has repercussions on an
unstable system, the disturbance will increase.
It is important to point out that the selected
integration time has to be less than any of the
characteristic times of the respective dynamic
equations used; otherwise, some of the processes may
never take place.
A comparison of the results obtained by means of
simulation in EcosimPro with the data known for the
Vulcain case verifies that the mathematical model
corresponds to reality with an error of no more than
5%. For example, the value obtained for the
combustion chamber pressure is 113 atm, compared
to the 110 atm working pressure of the Vulcain
engine; the rotating speeds of the hydrogen and
oxygen pump shafts are 3430 rad/s and 1375 rad/s
respectively, whereas the specifications of the
Vulcain engine indicate values of 3500 rad/s and
1400 rad/s.

CONCLUSIONS

The simulation of a liquid rocket engine with the use

of EcosimPro proves that it is a useful, reliable tool
for carrying out experiments both of stationary state
operation and of the dynamic processes that take
place in its core, such as, for example, system
behaviour in the light of possible instabilities in the
combustion chamber. It could also be useful for
generating flow controllers or dynamic stabilisers.
Attachment
ARIANE
Total height = 30.5 m
Average diameter = 5 m
Structural mass = 170000 kg
Thrust = 11360 kN (including solid rocket booster)
Oxygen tank capacity = 130000 kg
Hydrogen tank capacity = 25000 kg
Actuation time = 570 s
SOLID ROCKET BOOSTERS (2)
Height = 30 m
Diameter = 3 m
Structural mass = 230000 kg

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1st Meeting of EcosimPro Users, UNED, Madrid, 3-4 May 2001

Thrust = 6360 kN
Specific impetus = 275 s
Actuation time = 125 s
Spent fuel flow = 2350 kg/s

References

VULCAIN
Engine height = 3 m
Structural mass = 1700 kg
Thrust = 1140 kN
Specific impetus = 421 s
Effective emission speed (c) = 4000 m/s (maximum
that can be reached in the atmosphere)

[2] Huzel, D. K., (1971) Design of Liquid

Propellant Rocket Engines, NASA, Washington.

Temperature in the oxygen tank = 90 K

Temperature in the hydrogen tank = 20 K

[4] Martnez-Snchez, M., (1993) Liquid Rocket

Propulsion Theory, Von Karman Institute for
Fluid Dynamics, Rhode-Saint-Genese.

Combustion chamber temperature = 3500 K

Combustion chamber pressure = 11.0 MPa
Temperature in the gas generator = 9.0 MPa
Pressure in the gas generator = 1050 K
Temperature in the turbine = 900 K
Flow of propellant fluid = 271 kg/s
Flow in the gas generator = 8.8 kg/s
Flow in the combustion chamber = 262 kg/s

[1] Harrje, D. T., (1972) Liquid Propellant Rocket

Combustion Instability, NASA, Washington.

[3] Lozano, P., (1998) Dynamic Models for Liquid

Rocket Engines with Health Monitoring
Application, MIT Space Engineering Research
Center, Cambridge (USA).

[5] Stangeland, J., (1992) Turbopumps for Liquid

Rocket Engines, Ninth Cliff Garrett
Turbomachinery Award Lecture.
[6] Sutton, G. P., (1992) Rocket Propulsion
Elements, J. Wiley and Sons, USA.
[7] Vargaftik, N. K., (1996) Handbook of Physical
Properties of Liquids and Gases, Begell House,
Moscow.

Ratio of overall flow mix = 5.3

Ratio in the gas generator = 0.9
Ratio in the combustion chamber = 6.3
Oxygen turbopump:
Power = 3700 kW
Speed of rotation = 1400 rad/s (13400 rpm)
Inlet/outlet pressure = 0.35 MPa/12.5 MPa
Hydrogen turbopump:
Power = 11900 kW
Speed of rotation = 3500 rad/s (33200 rpm)
Inlet/outlet pressure = 0.3 MPa/16.0 MPa
Acknowledgements
The author of this article wishes to express her
gratitude to Manuel Martnez for his wise comments
during the development of the project and for his
financial help to attend this meeting; to Ramn Prez
Vara for his instruction in the correct use of the
EcosimPro program, and to Paulo Lozano for his
unconditional help with his knowledge of propulsion.

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