THE CLOUD BREAKER

PROJECT TM.
AKHIL MUTHYALA BANAPURAM VISHAL BINDU PRIYA
POOJA M.K.
NAMANI VISHAL
N.S.V.MOHIT SUDHEER

NOZZLE
Introduction
Anozzleis a device designed to control the
direction or characteristics of afluidflow
(especially to increase velocity) as it exits (or
enters) an enclosed chamber orpipe.
A nozzle is often a pipe or tube of varying
cross sectional area, and it can be used to
direct or modify the flow of a fluid
(liquidorgas). Nozzles are frequently used to
control the rate of flow, speed, direction, mass,
shape, and/or the pressure of the stream that
emerges from them. In nozzle velocity of fluid
increases on the expense of its pressure
energy.

A Nozzle is a vital
component in a
rocket engine .
Without it the
exhaust gases
are ejected at
both very high
speed
temperature and
pressure (which
wastes energy )
and at a relatively
low speed (which
waste potential
thrust .

Rocket
Engine Nozzle
Arocket engine
nozzleis apropelling
nozzle(usually of
thede Laval type)
used in arocket
engine to expand
and accelerate the
combustion gases
produced by
burningpropellantss
o that the exhaust
gases exit the nozzle
athypersonic
velocities.

Basic Nozzle Shapes

Conical
Bell
Annular
Nozzles can be
convergent,
divergent, or a
combination of both
Differences by
complexity,
strength,
performance at
varying altitudes

The de Laval
Nozzle
The most common
type of rocket nozzle
Hourglass shape,
convergentdivergent
nozzle
Developed in 1897 by
Swedish inventor
Gustaf de Laval for an
impulse steam turbine
Applied in early 1900s
to rocket engines by
Robert Goddard
Crucial to success of
V2

Atmospheric
The optimal size of a
rocket
use engine nozzle to

be used within the

atmosphere is achieved
when the exit pressure
equals ambient
(atmospheric) pressure,
which decreases with
altitude.
Just past the throat, the
pressure of the gas is
higher than ambient
pressure, and needs to
be lowered between the
throat and the nozzle
exit via expansion. If the
pressure of the jet
leaving the nozzle exit
is still above ambient
pressure then a nozzle
is said to be 'under
expanded'; if the jet is
below ambient pressure

used in vacuum or at
very high altitude, it is
impossible to match
Vacuum use
ambient pressure;
rather, larger area ratio
nozzles are usually
more efficient. However,
a very long nozzle has
significant mass, a
drawback in and of
itself. A length that
optimises overall
vehicle performance
typically has to be
found. Additionally, as
the temperature of the
gas in the nozzle
decreases some
components of the
exhaust gases (such as
water vapour from the
combustion process)
may condense, or even
freeze. This is highly
undesirable and needs

One-dimensional analysis of gas flow in rocket engine

nozzles
Main article:De Laval nozzle
The combustion gas is assumed to be anideal gas.
The gas flow isisentropici.e., at constantentropy, as the result of the assumption of nonviscous fluid, andadiabaticprocess.
The gas flow is constant (i.e., steady) during the period of thepropellantburn.
The gas flow is non-turbulent and axis symmetric from gas inlet to exhaust gas exit (i.e.,
along the nozzle's axis of symmetry)
The flow behavior iscompressiblesince the fluid is a gas.
As the combustion gas enters the rocket nozzle, it is traveling atsubsonicvelocities. As the
throat constricts, the gas is forced to accelerate until at the nozzle throat, where the crosssectional area is the least, the linear velocity becomessonic. From the throat the crosssectional area then increases, the gas expands and the linear velocity becomes
progressively moresupersonic.
The linear velocity of the exiting exhaust gases can be calculated using the following
equation

where: Ve= Exhaust velocity at nozzle exit, m/s ; T= absolutetemperatureof inlet gas,
K; R=Universal gas law constant= 8314.5 J/(kmolK); M= the gasmolecular mass ,
kg/kmol (also known as the molecular weight) ;

=isentropic expansion factor ;

Cp=specific heatof the gas at constant pressure ; Cv= specific heat of the
gas at constant volume; Pe=absolute pressureof exhaust gas at nozzle exit;Pa=
absolute pressure of inlet gas, Pa.

Specific Impulse
Thrust is the force which moves a rocket through the air, and through space. Thrust is generated by the propulsion system of the rocket through the application of Newton's third law of motion: "For every
action there is an equal and opposite reaction". A gas or working fluid is accelerated out the rear of the rocket engine nozzle and the rocket is accelerated in the opposite direction. The thrust of a rocket
engine nozzle can be defined as

which is simply the vacuum thrust minus the force of the ambient atmospheric pressure acting over the
exit plane.
Essentially then, for rocket nozzles, the ambient pressure acting on the engine cancels except over the
exit plane of the rocket engine in a rearward direction, while the exhaust jet generates forward thrust.

Aerostatic back-pressure and optimum

As the gas travels down the
expansion
expansion part of the nozzle the

pressure and temperature decreases and the speed of the gas

increases.
The supersonic nature of the exhaust jet means that the
pressure of the exhaust can be significantly different from
ambient pressure- the outside air is unable to equalize the
pressure upstream due to the very high jet velocity. Therefore, for
supersonic nozzles, it is actually possible for the pressure of the
gas exiting the nozzle to be significantly below or very greatly
above ambient pressure.
If the exit pressure is too low, then the jet can separate from the
nozzle. This is often unstable and the jet will generally cause
large off-axis thrusts, and may mechanically damage the nozzle.
This separation generally occurs if the exit pressure drops below
roughly 3045% of ambient, but separation may be delayed to
far lower pressures if the nozzle is designed to increase the
pressure at the rim, as is achieved with theSSME(12 psi at 15
psi ambient).[
In addition, as the rocket engine starts up or throttles, the

Optimum shape
The ratio of the area of the narrowest part of the nozzle to the exit plane
area is mainly what determines how efficiently the expansion of the
exhaust gases is converted into linear velocity, the exhaust velocity, and
therefore thethrustof the rocket engine. The gas properties have an effect
as well.
The shape of the nozzle also modestly affects how efficiently the
expansion of the exhaust gases is converted into linear motion. The
simplest nozzle shape is a ~12 degree cone half-angle, which is about 97%
efficient. Smaller angles give very slightly higher efficiency, larger angles
give lower efficiency.
More complex shapes of revolution are frequently used, such asBell
nozzlesor parabolic shapes. These give perhaps 1% higher efficiency than
the cone nozzle, and can be shorter and lighter. They are widely used on
launch vehicles and other rockets where weight is at a premium. They are,
of course, harder to fabricate, so are typically more costly.
There is also a theoretical optimum nozzle shape for maximum exhaust
speed, however, a shorter bell shape is typically used which gives better
overall performance due to its much lower weight, shorter length, lower
drag losses, and only very marginally lower exhaust speed.
Other design aspects affect the efficiency of a rocket nozzle. The nozzle's
throat should have a smooth radius. The internal angle that narrows to the
throat also has an effect on the overall efficiency, but this is small. The exit

Nozzles can be (top to

bottom):
Under expanded
Ambient
Over expanded
Grossly over expanded
If a nozzle is under or over
expanded, then loss of
efficiency occurs relative to
an ideal nozzle. Grossly over
expanded nozzles have
improved efficiency relative
to an over expanded nozzle
(though are still less efficient
than a nozzle with the ideal
expansion ratio), however

How it work

Major design criterion:

expansion area ratio, ratio
of exit area to that of the
throat area
If the pressure ratio is
high enough, flow will
reach sonic velocity,
reaching the state of
choking, however,
further increase does not
raise the throat Mach

Rocket Thrust Equation

Nozzle Design
Converging - Diverging (CD) Nozzle

Mass Flow Rate

Chocking

Advanced Designs
A number of more sophisticated designs
have been proposed foraltitude
compensationand other uses.
Nozzles with an atmospheric boundary
include:
theexpansion-deflection nozzle,
theplug nozzleand
theaero spike.
theSERN, Single Expansion Ramp Nozzle,
a linear expansion nozzle where the gas
pressure transfers work only on one side
and which could be described as a singlesided aero spike nozzle.
Each of these allows the supersonic flow to
adapt to the ambient pressure by
expanding or contracting, thereby changing
the exit ratio so that it is at (or near)
optimal exit pressure for the corresponding
altitude. The plug and aero spike nozzles
are very similar in that they are radial inflow designs but plug nozzles feature a
solid center body (sometimes truncated)

This section
through an ED
nozzle clearly
shows the pintle.
In this example
the outer wall
appears similar to
the internal
contour of a bell
nozzle.
Sectioned Jumo
004 exhaust
nozzle, showing
theZwiebelrestri
ctive body

XRS-2200 linear
aero spike engine
for theX-33
program being
tested

Temperature
distribution in a
around a Scram
vehicle with SER

Our Nozzle