User:Lsnellin/Liquid-propellant rocket

Principle of operation

All liquid rocket engines have tankage and pipes to store and transfer propellant, an injector system, a combustion chamber which is very typically cylindrical, and one (sometimes two or more) rocket nozzles.

Unlike gases, a typical liquid propellant has a density similar to water, approximately 0.7–1.4g/cm³ (except liquid hydrogen which has a much lower density), while requiring only relatively modest pressure to prevent vaporization. This combination of density and low pressure permits very lightweight tankage; approximately 1% of the contents for dense propellants and around 10% for liquid hydrogen (due to its low density and the mass of the required insulation).

For injection into the combustion chamber, the propellant pressure at the injectors needs to be greater than the chamber pressure; this can be achieved with a pump. Suitable pumps usually use centrifugal turbopumps due to their high power and light weight, although reciprocating pumps have been employed in the past. Turbopumps are usually extremely lightweight and can give excellent performance; with an on-Earth weight well under 1% of the thrust. Indeed, overall rocket engine thrust to weight ratios including a turbopump have been as high as 155:1 with the SpaceX Merlin 1D rocket engine and up to 180:1 with the vacuum version

Alternatively, instead of pumps, a heavy tank of a high-pressure inert gas such as helium can be used, and the pump forgone; but the delta-v that the stage can achieve is often much lower due to the extra mass of the tankage, reducing performance; but for high altitude or vacuum use the tankage mass can be acceptable.

The major components of a rocket engine are therefore the combustion chamber (thrust chamber), pyrotechnic igniter, propellant feed system, valves, regulators, the propellant tanks, and the rocket engine nozzle. In terms of feeding propellants to the combustion chamber, liquid-propellant engines are either pressure-fed or pump-fed, and pump-fed engines work in either a gas-generator cycle, a staged-combustion cycle, or an expander cycle.

The use of liquid propellants has a number of advantages:

• A liquid rocket engine can be tested prior to use, whereas for a solid rocket motor a rigorous quality management must be applied during manufacturing to ensure high reliability.
• Liquid systems enable higher specific impulse than solids and hybrid rocket motors and can provide very high tankage efficiency.
• A Liquid rocket engine can also usually be reused for several flights, as in the Space Shuttle and Falcon 9 series rockets, although reuse of solid rocket motors was also effectively demonstrated during the shuttle program.
• Liquid rocket engines can swivel throughout flight, whereas solid rocket motors point in one direction. Swiveling allows the rocket engine to be pointed in different directions, which allows for finer-tuned control over the trajectory of the rocket.
• The flow of propellant into the combustion chamber can be throttled, which allows for control over the magnitude of the thrust throughout the flight. This enables real-time error correction during the flight along with efficiency gains.
• Shutdown and restart capabilities allow for multiple burn cycles throughout a flight.
• In the case of an emergency, liquid propelled rockets can be shutdown in a controlled manner, which provides an extra level of safety and mission abort capability.

Bipropellant liquid rockets are simple in concept but due to high temperatures and high speed moving parts, very complex in practice.

Use of liquid propellants can be associated with a number of issues:

• Because the propellant is a very large proportion of the mass of the vehicle, the center of mass shifts significantly rearward as the propellant is used; one will typically lose control of the vehicle if its center mass gets too close to the center of drag/pressure.
• When operated within an atmosphere, pressurization of the typically very thin-walled propellant tanks must guarantee positive gauge pressure at all times to avoid catastrophic collapse of the tank.
• Liquid propellants are subject to slosh, which has frequently led to loss of control of the vehicle. This can be controlled with slosh baffles in the tanks as well as judicious control laws in the guidance system.
• They can suffer from pogo oscillation where the rocket suffers from uncommanded cycles of acceleration.
• Liquid propellants often need ullage motors in zero-gravity or during staging to avoid sucking gas into engines at start up. They are also subject to vortexing within the tank, particularly towards the end of the burn, which can also result in gas being sucked into the engine or pump.
• Liquid propellants can leak, especially hydrogen, possibly leading to the formation of an explosive mixture.
• Turbopumps to pump liquid propellants are complex to design, and can suffer serious failure modes, such as overspeeding if they run dry or shedding fragments at high speed if metal particles from the manufacturing process enter the pump.
• Cryogenic propellants, such as liquid oxygen, freeze atmospheric water vapor into ice. This can damage or block seals and valves and can cause leaks and other failures. Avoiding this problem often requires lengthy chilldown procedures which attempt to remove as much of the vapor from the system as possible. Ice can also form on the outside of the tank, and later fall and damage the vehicle. External foam insulation can cause issues as shown by the Space Shuttle Columbia disaster. Non-cryogenic propellants do not cause such problems.
• Non-storable liquid rockets require considerable preparation immediately before launch. This makes them less practical than solid rockets for most weapon systems.