Академический Документы
Профессиональный Документы
Культура Документы
10/2000 Page 9
shortest possible time if the required liquidpropellant rocket engine is to be created. Let us
not forget the available expertise with experimental engines operating on hydrogen peroxide/kerosene and hydrogen peroxide/pentaborane fuel: those were developed
and tested by Energomash in the mid-sixties as
part of the Soviet Lunar program.
The RD-161 includes an original carbon
plastic nozzle extension, some 500 mm in
length. The radiation-cooled extension provides for the engines Isp to be increased approximately 5-fold.
The RD-161 engine should be described
as an advanced unit: indeed, even though the
more energy-capacious Synthine synthetic hydrocarbon fuel is not being used, the engine
shows the highest specific impulse among all
available Lox/kerosene engines. Experts believe turning to Synthine fuel is possible in the
future: despite certain potential problems with
cooling, the new fuel could add at least 10
units to the engines specific impulse parameter.
In the proposed configuration, the RD161P engine is quite small-sized, essentially
because the nozzle is relatively short. Despite
the fuel-saving scheme including generator gas
afterburning, the 161P version provides comparatively low specific impulse (in fact, it is
even lesser than that of similar thrust level engines by KBKhM fuelled by the nitrogen
tetroxide/asymmetric dimethyl hydrazine pair
of fuel components). Representatives of Energomash claim their RD-161P peroxide-fuelled
liquid-propellant rocket engine is intended to
prove feasibility of a relatively simple smallsize recoverable motor to be fuelled by nontoxic, environment-friendly propellants, that
could provide for essentially unlimited duration of space operation. No task to attain any
ultimate specific impulse was set, for as long
as the value could be increased by 10-15 units
in the future, if required.
NK-33/NK -43
Many Russias and international companies have been displaying major interest lately
in the NK-33 and NK-43 rocket engines by
Dvigately NK of Samara. The engines were
presented to public for the first time at Aviadvigatel-90 show.
The two products are Russias first ever
recoverable liquid-propellant rocket engines
originally developed more than 25 years ago.
Since then, the engines have passed full-scale
NK-33
Engine configuration
NK-43
Close-loop. w/afterburning
Oxidiser
Liquid oxygen
Fuel
Kerosene
2.8
Ground thrust, tf
154
Vacuum thrust, tf
171
179
298
331
346
517.3
517.3
147
147
0.55
0.13
Engine mass, kg
1,340
1,400
8.1
7.8
46,000
46,000
20,000
20,000
600
600
Thrust duration, s
NK-33 mock-up
bench trials to confirm the initially incorporated performance. Yet, neither was ever installed on any craft, even despite batch production was in place.
Prototype NK-33 lox/kerosene engine
known to broad public as NK-15 was developed between 1962-1970 at the Kuznetsov Design Bureau in Kuibyshev for the first stage of
the super-heavy Lunar N-1 launch vehicle.
N-1s second stage included NK-15V engines - the high-altitude modification of the
first stage liquid-propellant rocket motor, differing from the original engine mainly by
greater nozzle area expansion ratio.
Flight tests of N-1 LV showed the first
stage engines required additional development
effort, let alone inefficiency of the adopted
quality control practice applied to the liquidpropellant rocket engines being supplied.
Those factors stimulated Kuznetsov Bureau already in mid-1970 to initiate development of
basically new recoverable liquid-propellant engines for longer service life.
The NK-33 engine was developed between 1970-1974 based on a novel work state-
ment accounting for the initial flight test results of N-1 rocket. The idea was to dramatically improve reliability, ensure failure-free
performance and safety of the engine without
changing the layout, though somewhat boosting the thrust and raising the specific impulse.
Interdepartmental tests of the first stage engines (the NK-33) and the second stage engines (NK-43) were finally completed in September 1972.
Engine recovery capability allowed each
commercial engine to be proof-tested first and
retested later as part of the overall rocket system.
Similar to its prototype, the NK-33 engine
is a single-chambered unit with a turbopump
fuel feed system designed for environmentfriendly non-self-inflammable fuel (the fuel is
kerosene, the oxidizer is liquid oxygen). The
unit is a close-loop engine with the exhaust turbine gas afterburned at high pressure in the
main combustion chamber. The propellant for
the turbopump assemblys turbine is the burning products of the main propellants burned in
oxidizer-rich environment. Practically the entire oxidizer is gasified in the gas generator
with just a little fuel added.
The NK-33 engine differs from the prototype NK-15 unit by a simplified hydropneumatic scheme, more advanced automatics
and improved turbopump and combustion
chamber assemblies. For instance, the numbers
of igniter automatic components incorporated
in the design dropped from twelve to only as
few as seven. Plug-in connections and interchangeability of parts add to the engines
maintainability.
Certain NK-33 production units delivered
the thrust of almost 205-207 tf on test bench as
the gas generator burning was intensified
(which manifested itself in temperature rise);
that meant those engines were to be classified
as units of a different thrust standard. The
thrust control range (varied between 50 and
105 percent) for NK-33 was dictated essentially by the available service life of the engine. With the required service life reduced
only insignificantly, the thrust control range
could be increased to as high as 135 percent.
Despite the design of NK-33 includes a
starting pyroturbine, that engine has lesser
weight compared to Energomashs RD-253 in-
General doing marketing research for the engines in Western markets performed five bench
trials of NK-33 at their test facility in Sacramento.
So far, Dvigately NK have been known to
have orders in stock for delivery of NK-33 and
NK-43 engines for future K-1 launch vehicles
by the United States Kistler Aerospace, as
well as for Yamal LV (see NFM 12/98 for details) by Energia and the Air Launch developed by the corporation of the same name (see
NFM 15/2000).
NK-31/NK-39
The attractiveness of the NK-31 and NK39 engines by Dvigately NK is explained by
essentially the same reasons as is the case with
NK-33 and NK-43.
Development of the prototype NK-31 engine, known to public as NK-9 and designed
originally for the first stage of the GR-1 global
rocket by Korolyov OKB-1, began in 1959.
The GR-1s second stage included a highaltitude version of the same liquid-propellant
engine designated as NK-9V. That latter one
was in fact the immediate predecessor of NK39 and NK-31.
After development works on GR-1 were
discontinued, the NK-9V version with ex-
NK-39
Engine configuration
NK-31
Close-loop. w/afterburning
Oxidizer
Liquid oxygen
Fuel
Kerosene
Oxidiser/fuel ratio
2.6
2.6
Engine mounting
Fixed
Hinged
Vacuum thrust, tf
40.8
41.0
352
353
116.1
116.1
98
98
Engine mass, kg
700
722
17.2
17.6
1.3
1.4
32,000
32,000
Thrust duration, s
1,200
1,200
KVD-1
So far, the one and only oxygen/hydrogen
liquid-propellant rocket engine in Russia
known to have passed through full-scale
ground testing routine has been the KVD-1 engine. Even despite more than 35 years have
gas
KVD-1
RL-10A3-3*
Close-loop
Close-loop
Ignition
Pyrotechnical
Electric spark
57
28.3
82.3
7,100**
6,830
462
444
15,37
15.39
Components ratio
6.0
5.0
282
132
Height, m
2.14
1.78
Diameter. m
1.58
1.0
42,000
30,240
Specific impulse, s
Fuel consumption, kg/s
*) developed in 1958-68 by Pratt & Whitney for upper stages of Atlas-Centaur and Saturn-1
**) the thrust of each of the two steering chambers: 200 kgf
S5.92
The prototype S5.92 engine was developed as part of the Soviet N-1-L3 Project and
was to be installed on the "Zh" block or the
power unit designed for departure of the
manned Lunar spacecraft integral to the N-1 L-3 system from the Lunar orbit back to Earth.
KRD-1 engines were also developed in parallel
with the described engine to provide lift-off
capability from the Lunar surface and return
mission to Earth for the return rockets of the
automatic space stations Luna-16, -20, -24; in
addition, development works continued on the
KTDU-417 engines designed to provide mission trajectory correction and Moon landing of
those stations. In fact, the mentioned engines
had much in common, even despite their propellants differed.
The development of todays S5.92 began
in 1978. The engine is designed for the multifunctional rocket unit integratable into a variety of spacecraft, including Fobos-1, -2 and
Mars-96. The power plant of which S5.92 is a
part was to boost up an automatic interplane-
High-Thrust
Engine configuration
Open
Oxidizer
Fuel
Oxidizer/fuel ratio
Low-Thrust
Nitrogen tetroxide
Asymmetric dimethyl hydrazine
1.95-2.05
2.0-2.1
2,000
1,400
40
19
Specific impulse, s
327
316
6.12
4.43
98
68.5
118
61
58,000
43,000
2,000
Overall dimensions, m
37.5
Model of RD-0124M
the Fregat multipurpose rocket unit by Lavochkin (see NFM 4/2000 for details) - the one
designed for use in the existing (Proton, Soyuz)
and future (Russ) LVs as the top stage for payload injections into a variety of orbits, including solar-synchronous, high-altitude elliptical
(geo-transfer), high-altitude circular
(geostationary) orbits and/or mission trajectories to the Sun, the Moon, planets, comets or
asteroids. The Fregat upper stage can perform
as a cruise power plant for spacecraft, orbital
transfer vehicles, orbital or orbital-landing
modules.
RD-0124
RD-0110
RD-0110
RD-0124
Open
Close-loop
Propellant components
Liquid oxygen/kerosene
Vacuum thrust, tf
30.0
30.0
`320
353
RD-0124
launch vehicle control at the third stage leg of
the flight. Staying within the same dimensions
as they switched over to close-loop configuration with exhaust turbine gas afterburning in
the main chambers and increased chamber
pressure and nozzle area expansion ratios, engine designers from Voronezh succeeded in
raising the specific impulse by as many as 33
units, which is equivalent to adding 950 kg to
Soyuz payload capacity.
The engine has been through a comprehensive cycle of test trials, and preparatory
work is going on now to launch batch production at the Voronezh Mechanical Plant.
An attractive option (for a foreign customer, in particular) is the single-chamber version of the engine designated RD-0124M complete with assemblies (turbopump, gas generator, piping, automatics) borrowed from the
four-chamber version. The chamber is completely new, while the nozzle borrowed from a
submarine-launched ICBM can act as either a
high-altitude or a ground unit.
Some words also must be said about the
200 tf
Propellants
LOX/LH2
500 c
3450 kg
Overall dimensions
Length
4550 mm
RD-161
Energia-Buran
RD-171
Soyuz-2
3rd stage
RD-161K
RD-180
NPO Energomash
RD-191
RD-120
Soyuz-2
3rd stage
RD-120K
nd
Zenit 2 stage
NK-31
NK-33
NK-39
KB Kmimmash
NK-43
KVD-1
KBKhA
S5.92
RD-0120
RD-0110
RD-0124
GSLV
Yamal
Air Launch
Kistler
Soyuz 2nd stage
Energia 2nd stage
Soyuz/Fregat
upper stage