CA1080489A - Rocket exhaust plenum flow control apparatus - Google Patents
Rocket exhaust plenum flow control apparatusInfo
- Publication number
- CA1080489A CA1080489A CA282,000A CA282000A CA1080489A CA 1080489 A CA1080489 A CA 1080489A CA 282000 A CA282000 A CA 282000A CA 1080489 A CA1080489 A CA 1080489A
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- CA
- Canada
- Prior art keywords
- doors
- manifold
- portions
- flow
- exhaust gases
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Abstract
Abstract of the Disclosure Apparatus for controlling the flow of exhaust gases between a plurality of rocket storage chamber, launch tubes of the like (herein referred to as chambers), a common mani-fold for ducting rocket exhaust gases to a discharging lo-cation comprises a plurality of chamber-to-manifold flow transition sections, each having disposed within vertical portions thereof a pair of flow control doors, the flow control doors being pivotably mounted at upper portions in opposing relationship, are configured and counter-balanced.
Description
~0~1)4~39 The present lnvention relates to the ~ield of con-trolled flow, exhaust manifold systems and, more particu-larly, to apparatus or controlling the flow of exhaust gases between a plurality of rocket stations and a common exhaust gas manifold or plenum tube connected thereto.
In many military applications, numbers of rockets are stored or disposed ln closely adjacent magazine chambers, launch tubes, or the like, hereinafter referred to collec-tively as chambers. Exhaust gas outlets are normally pro-vided, even from magazine storage chambers, to duct rocketexhaust gases generated during intended or accidental rocket ignitions to a safe location. Where available space is at a premium, for example on ships, manifolding of a number of chambers into a common exhaust duct or plenum tube is often necessary.
; Obvious problems exist ii ducts connecting the ; chamhers to the common exhaust manifold are always or nor-mally open. When one (or more) of the rockets is intention-ally or accidentally ignited, at least portions of the re-sulting exhaust gases, which may be at about 6000F., will be circulated through the common manifold and into other chambers through the open connecting ducts. Rockets and rocket warheads in these other chambers are very likely to be ignited or be detonated by these hot exhaust gases. If these other rocket chambers are open at uppex ends, as are launch tubes and some storage compar~ents, exhaust gases entering the chambers through the connecting ducts escape through the open ends and may cause extensive heat damage to adjacent installations.
To prevent such occurrences, some type of safety
In many military applications, numbers of rockets are stored or disposed ln closely adjacent magazine chambers, launch tubes, or the like, hereinafter referred to collec-tively as chambers. Exhaust gas outlets are normally pro-vided, even from magazine storage chambers, to duct rocketexhaust gases generated during intended or accidental rocket ignitions to a safe location. Where available space is at a premium, for example on ships, manifolding of a number of chambers into a common exhaust duct or plenum tube is often necessary.
; Obvious problems exist ii ducts connecting the ; chamhers to the common exhaust manifold are always or nor-mally open. When one (or more) of the rockets is intention-ally or accidentally ignited, at least portions of the re-sulting exhaust gases, which may be at about 6000F., will be circulated through the common manifold and into other chambers through the open connecting ducts. Rockets and rocket warheads in these other chambers are very likely to be ignited or be detonated by these hot exhaust gases. If these other rocket chambers are open at uppex ends, as are launch tubes and some storage compar~ents, exhaust gases entering the chambers through the connecting ducts escape through the open ends and may cause extensive heat damage to adjacent installations.
To prevent such occurrences, some type of safety
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~Lo~ 9 door or gas valve i9 ]:io~ally ins~alled either at the out-let opening of each :rocket chal~ber or in the connecting duct to the exhaust manifo.ld. When a rocket is accidentally or intentionally ignited, the associated safety door or gas valve is caused to open--usually by the exhaust blast--to admit the exhaust gases into the manifold. The doors or valves associated with other chambers are main~ained in a closed condition to prevent circulation of the exhaust gases thereinto.
Previously available or disclosed apparatus, how- ' , ever, have substantial disadvantages. For example, one prior apparatus discloses at the,bottom of each col~partment of a mult.iple rocket storage magazine, a non-hinged, "hlow out" door. These doors lead through .conducting d~cts to a common exhaust,manifold. If any of the rockets in the'':
magazine are accidentally ignited (for example by enemy fire), the force exerted by the resulting rocket exhaust gas on the upper surface of an associated door blas~6 the door out of its opening and admits the gases into t~e man-ifold. An associated fire extinguishing system is designed to direct pressurized water through the resulting opening and extinguish the rocket. A major disadvantage, however, is that no means are provided for,automatically reclosing the door af'ter the rocket has been extinguished. Unle,ss the blow-out door is manually replaced--for whi.ch little provision seems to have been made--ho-t exhaust gases rom subsequent accidental ignition o another rocket would enter the compartment and could cause reign:ition of' the rocket or explosion of its warhead before such next-firing rocket is extinguished. In addition, :if the compartments are not ~ .~ ~
108~9L8~9 sealed in upper reyion3--which they do not seem to be--hot exhaust gases from the next firing rocket would be conducted through any compartments containing previously ignited rocekts and directly ~o the rocket launching platform posi-~ tioned just above the magazine.
Another vary substantial problem a sociated with the prior apparatus disclos~d and other similar apparatus, is that little consideration appears to have been given to preventing recirculation of exhaust gases back into and through a chamber while a rocket is firing in that chamber.
Whatever type of exhaust flow control door or valve is used, it must be suitably configured to,prevent exhaust gases emit-ted therethrough and into the exhaust manifold from flowing around the exhaust stream and back into the roaket compart-ment. If this,occurs, the gases may cause stxuctural damageto portions of the rocket, ~g~ition of other propellants (if the rocket has other stages) or detonation of the rocket warhead. Ignition of these other propellants or detonation of the warhead could ignite or detonate adjacent rockets and warheads, thereby initiating a disastrous ahain reaction.
Merely to provide properly opening and closing rocket exhaust gas flow control doors is, therefore, insuf-~icient: the doors must be configured so that at all exhaust 10w conditions they will open only that amount which ~ill ~ause the rocket exhaust stream to function ais a complete "gas plug" in the opening to prevent recirculation of ex-haust gases back into the ch~mber.
Another example of the prior art discloses appara-tus adapted for storing a n~nber of rocke~s, wherein exhaust nozzles of the rockets are seated in sealing relationship _ ,~,...
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10~489 upon short ducts or n~J~zle extensions leading to a common exhaust manifold. Toggle clamps are used to hold the noses of the rockets in the storage apparatus and no actual stor-age compartments are formed. Each nozzle extension has, at its lower end, a pair of hinged doors, spring biased to a normally closed condition. Exhaust ga~ pr~ssllre from an accidentally ignited rocket forces the a~sociated nozzle extension doors to swing open against the sp~inqs, ther~by admitting the gases to the manifold, fro~ which they are discharged at a remote location. The resulting gas pressure in the manifold acts upon under sides o other clo~d doors to force them tightly closed and prevent circulation of hot exhaust gases into the other nozzle extensions.
However, the door hinges and biasing springs are positioned directly in the path of hot exhaust gas flow from an above firing rocket and wilI receive maximum heating and erosion therefrom. As a result of heat and erosion damage, the doors immediately below a firing rocket, even ~`
if not burned completely loose, as is likely, would probably fail to return to the closed condition after the firing.
Also, very pos~ibly, heat from hot exhaust yases flowing through the manifold would damage the biasing springs of other doors. Even if these doors were kept closed by pres-sure in the manifold during that particular firing, th~y might subsequently sag open. Then, upon a next accidental rocket firing, the flow of gases through the manifold could force the sagging doors open, rather 1:han closed, allowing circulation of the hot gases into above nozzle extensions with consequent ignition of 1:he associated rockets.
Even though spring-loaded flow control doors might --5-~
~8~89 be satisfactory for use associates with storage of small rockets, wherein firing is unlikely and when i-t occurs the firing time is short, such doors would be entirely unsatisfactory in applications in which they would be subjected to repea-ted or sustained rocket exhaust gas flows. They would thus be unsatisfactory for use associated with storing or launching large rockets or with launch tubes ~rom which a large number of even small rockets would be fired.
For these and other reasons, improvements in controlling flow of rocket exhaust gases associates with a plurality of rocket stations and a common exhaust gas manifold are not only desirable, but necessary.
The present invention relates to a controlled fluid flow apparatus comprising: a plurality of fluid flow elements; a common manifold; means for connecting said elements to said manifold in fluid exchange relationship, said connecting means including a plurality of transition sections adapted for separately directing pressurized fluid from said elements into said manifold; and means for controlling the flow of pressurized fluid through said transition sections, said controlling means including a plurality of pairs of flow control doors 2~ and means for pivotablv hanging the doors in opposing relationship by pairs in corresponding portions of the transition sections, said doors of each of said pairs being configured to hang, under the action of gravity alone, at least slightly inclined toward one another and being operative to pivot to a fully closed position in response to back pressure in the associated transition section when pressurized fluid is flowing through any non-associated transition section into the manifold, and being operative to pivot -to just that degree of openness required to prevent fluid backflow when pressurized fluid is flowing through the associated transition section into the manifold.
~ 6 , .
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~ore specifically, the fluid sources comprise rocket stora~e compartments, launch tubes, etc. and the fluid comprises hot rocket exhaust gases. Hinged portions of the doors are positioned to be out o~ the path of direct flow o$ the hot exhaust gases through the transition sec-tions, and at least portions of the doors are heat protected by insulating or abla~ive materials. Additional hinge pro~
tection may be provided by packing the hinging areas with heat insulating material. High te~perature seals are pro-vided along edge portions of the doors to prevent gases from the manifold from flowing past the doors and back into the storage chamber, launch tubes, etc.
The doors, through which a rocket is firing, are caused to pivot open to an equilibrium position deter-mined by the balance o moments on inner and outer surfaces o~ the doors, the equilibrium position varying as the exhaust gas flow varies. The doors and the transition section are configured so that at each equilibrium position, the flow of p exhaust gases between the doors acts as a plug to prevent flow of exhaust gases back through the doors and into the ~8~
:~ ' chamber, launch tube, etc.
The flow control doors are preferably counter-weighted to hang, under by the action of gravity and in static conditions, fu.,~Lly or nearly fully closed, the doors in such closed condition preferably being at an angle of less than about 30 from the vertical.
Elongate gas deflectors are fixed to inside sur-faces of thé manifold in locations of the inlet openings, at about the central plane of the manifold. Lower deflector surfaces which project outwardly into the manifold and which are concave upwardly, divert exhaust gases, which tend to flow upwardly from the bottom of the manifold, away from manifold inlet openings.
To achieve the desired configuration of the doors and the transition elements, ends of the transition sections are inclined outwardly along~the axis of the mani~old, and sides of the transition section are correspondingly inclined -~inwardly in bottom p~rtions thereof.
The apparatus, since no spring biasing is employed and the hinge portions and door are heat protected, is well suited for use in applications having a plurality of rocket launch tubes, the doors of which are subject to repeated exposure to hot exhaust gas flows and, as well, for appli-cations in which large rockets are installed in a plurality of rocket storage compartments wherein, during an accidental firing, the associated doors may be subjectecl to a lengthy flow of hot exhaust gases.
A better understanding of the present invention may be had from a consideration of the fo:Llowing detailed de-scription, taken in conjunction with the accompanying drawings, in which:
Fig. 1 is a vertical sectional view of the rocket exhaust flow control apparatusJ showing the flow control doors counterbalanced to a fully closed condition;
Fig. 2 is a vertical schematic view, showing three launch stations connected to a common exhaust manifold, ~nd also showing two different rocket~firing conditions;
Fig. 3 is a vertical sectional view of the exhaust gas flow control apparatus, showing non-counterweighted ~ -~
flow control doors hanging in an open, nearly vertical con-figuration;
Fig. 4 is a vertical sectional view of the apparatus of Fig. 1 showing the entire launch station tilted, and showing the effect thereof on the flow control doors;
Fig. 5 is vertical sectional view along line 5-5 of Fig. 1, showing upper portions of one of the flow control door~;
Fig. 6 is vertical sectional view along line 6-6 of Fig. 1, showing other features of the apparatus;
Fig. 7 is a horizontal sectional view along line 7-7 o Fig. 1, showing the flow control doors in a fully closed condition;
Fig. 8 is a horizontal sectional view along line 8-8 of Fig. 2, showing concentric pitot pressure rings of the exhaust flow stream; and Fig. ~ is a horizontal sectional view in the plane of Fig. 7~ showing the flow control doors in a partially open, equilibrium position.
Referring to Fig. 1, and described briefly~ a rocket storage or launch sta~ion or site 10 comprises a chamber 20, which contains a rocket 22, an exhaust gas flow transition section o~ duct 26 and an exhaust manifold or plenum tube 28, the transition section 26 interconnnecting the chamber 20 and the manifold 28. Considered together, the rocket 22 and the chamber 20 function, when the rocket engine is fired, as a source of a high velocity, pressurized fluid--specifically, rocket exhaust gases.
The chamber 20, which is merely representative of any type of rocket storage compartment, launch tube, test firing stand or the like, may be closed or open at the top and sides. Within the chamber 20, the rocket 22 is supported in a conventional manner (not shown), and need not be posi-tioned along, or even exactly parallel to, the chamber axis.
At the bottom of the chamber 20 an outlet opening 30 permits exhaust gases from the rocket 22, when fired, to flow into the transition section 26. Flow control means 32 are dis-posed in the transition section 26 to control flow of ex-haust gases therethrough, as more particularly described below.
An inlet opening 34 is provided into an upper por-tion of the manifold 28 from the bottom of the trans.ition section 26. The manifold 28 and manifold inlet open:ings 34 are disposed a sufficient distance below the level of the chamber outlet opening 30 to allow the flow ~on.trol means to be disposed in normally vertical portions of the transition sections 26, for reasons to become a~parent. The chamber 20 need not, however, be vertically disposed above the manifold, as shown in the accompanying drawings; the chamber 20 may alternatively be inclined at substanti.ally any angle from the vertical, the transition section having suitably ~10 -- ~8~48~
angulated portions to effect the in~erconnecting.
The apparatu!: herein described relates primarily to applications in which a plurality of stations lO is connected to a common manifold 28 such that control of rocket exhaust gases into and from the manifold is required. As an example, Fig. 2 illustrates three such stations 10 arranged in s~aced relationship along the manifold 28, although more than three may be employed. The stations lO are substantially identical and are identified for purposes of discussion (from left to right in the figure) as stations Nos. l, 2 and 3.
Referring again to Fig. 1 r the flow control means 32 comprises a pair of opposing flow control doors or panels:
a first door or panel 40 and a second door or panel 42, both doors being substantially identical. The door 40 is pivotably attached along an upper, inner edge 44, by hinge 46, to an inwardly projecting~`first edge portion 48 of the transition section 26; similarly, the door 42 is pivotably attached along an opposing upper, inner edge 50, by a hinge 52, to an opposite, inwardly proje,cting second edge portion 54 of the transition section.
The doors 40 and 42 pivot closed under the action of pressure in the manifold 28, as more fully described below, to prevent exhaust gases from flowing from the mani-fold 28 upwardly -through the transition section 26 and-into the chamber 20 when a rocket 22, in a different rocket sta-tion 10, is firing ~ condition of doors 40 and 42 in station ; No. 2, Fig. 2). The doors 40 and 42 pivot open, under com-bined action of pressure in the manifold 28 and pressure of exhaust gases emitted from the above rocket 22 when it fires, - 30 just th~t amount that c~uses ,an exhaust stre~l 56 (Fig. 2, 1~8~
station Nos. 1 and 3~ flowing downwardly between the open doors to function as a "gas plug" preventing flow of exhaust gases from the manifold 28 back through the doors and up-wardly into the chamber 20.
As shown in Figs. 1, 2 and 4~7, the doors 40 and 42 are counterbalanced by weights 58 and 60, respectively, fixed to upper, outer portions of the doors. The counterbalancing weights may be disposed external to the transit~on section, since the hinge line may penetrate the transition section wall if proper seals are provided. ~he weights S8 and 60 are preferably configured so that when the chamber 20 and the transition section 26 are vertically disposed the doors 40 and 42 hang, under the action of gravity alone and under static, non-firing conditions, fully closed (Fig. 1~ or very nearly fully closed. That is, the co~bined weight of the doors 40 and 42 and the weight 58 and 60, as well as the posit.~oning of the hinges 46 and 52, cause the doors 40 and 42 to barely close so that lower edges 64 and 66, respective-ly, thereof are in light contact under the static condition of no exhaust gas pressure acting on either side of the doors.
Preferably, when fully closed, the doors 40 and 42 are at an angle of about, or less than about, 30 with the vertical;
although, the doors function properly, at closing angles of as much as 90~ ~that is, when they are horizontal when closed). Counterbalancing to ~orce the doors 40 and 42 tightly closed under static conditions is b~t~ unnecesæary and undesirable, as will become apparent from the subsequent discussion.
T~e door~ 4Q and 42 need n~t, ~o~eye;r, ~e counte~-- 30 balanced to fully or nearly full~ close under stat~c - ~12~-. .
conditions. Tests indicate that as long as the doors 40 and 42 are configurecl so they hang, under static conditions, even only slightly inclined inwardly towards the longitudinal, ;~
vertical axis of the transition section 26, their operation S will still be entirely satisfactory. For example, the doors 40 and 42 will operate ~roperly even if they hang under static condition nearly vertically, as illustrated in Fig. 3.
If the doors 40 and 42 are hung in such nearly vertical, static nondition, the weights 58 and 60 are generally un-necessary, provided the doors are hung in an eccentric con-dition from upper, forward edges 44 and 50.
Important advantages are nevertheless associated with counterbalancing the doors 40 and 42 to hang in a closed condition under static conditions. In many applica-tions, particularly ship-board use, the entire rocket station lO may, at least at times, be~tilted from the level condi-tion (Fig. 4). If the doors 40 and 42 are not counterweighted, and therefore hang n~arly vertically under level conditions (Fig. 3), one of the doors will be, inclined away from,rather than towards, the transition sect~on longitudinal axis when the station 10 is tilted even a small amount. Both of the doors 40 and 42 may not then be properly closed by manifold pressure when another rocket 22 is fired and when the rocket above is fired, the outwardly inclined door may be swu~g so far open that the exhaust stream 5~ is not co~pletely ef-fective as a plug, and exhaust gases may recirculate from the manifold 28 back into the chamber 20, Counter~alancing the doors 40 and 42 to a closed or nearly closed static condition when the station 10 is level, even though when the station 10 is tilted one door may pivot ~L~8~9 toward the open condi.~ on, insures that both doors will still remain inclined (though not symmetrically) towaxd the transition section for all practical angles of tilt of khe station 10 (Fig. 4), and will thus be in condition for proper S unctioning. Operatio~ o~ the doors under tilt conditions is further assured by stops 68 which are fixed to the inside of the walls 70 of the transition sect~on 26 at locations preventing either of the doors 40 or 42 from swinging past their normal, fully closed position.
There is also a psycholog~cal advantage to counter-balancing the doors 40 and 42 closed under static conditions, even if the station 10 will not be sub~ect to any tilting.
~lthough in actual practice the doors 40 and 42 will function properly even when hanging nearly vertically open under static conditions, it is not immediately apparent to even a non-cac;ual observer that such will be the result. For ex-ample, it is not apparent that pressure in the manifold will close open hanging doors of non~firing stat~on~. There~ore~
the system appears more functional if the doors 4Q and 42 -~
are counterweighted to the closed static condition, S~nce, however, mechanical malfunctions could conceivably prevent the doors 40 and 42 from pivotin~ closed from a stat~c, open-hanging condition , a safety factor is provided if the doors are counterbalanced in the described manner, For some conditions of an akove rocket 22 fiFing~
and as more particularly described below, the doors 4Q and 42 will be forced by exhaust gas pressure to a part~ally open, equilibrium position a~ sho~n at stat~on No. 1 F~, 2, Under other equilibrium conditions the doors 4Q and 42 will be forced to a fully open co~ ition in wh~ch they must be ~14~
" 1~8(~489 inclined away from rat:her than toward, the vertical (station No. 3, Fig~ 2). To provide for such fully open conditions, the transiticn section 26 is formed in a trapezoidal con-figuration, with lower portions of end walls 72 and 74 of the transition section being inclined outwardly from the vertical along the axis of the manifold, as may ~e seen in Figs. 1 and 2. To allow the doors 40 and 42 to fully open, with outer surfaces 76 and 78 of the doors in contact with corresponding inner surfaces 80 and 82 of the end walls 72 ~ .
and 74, upper portions 90 and 92 of the end walls are formed outwardly to cleax the weights 58 and 60.
Edge sealing of the doors 40 and 42, to prevent ex-haust gas leakage therepast, i9 provided by a high tempera-ture gas seal 94 attached along one of both lower doors edges 64 and 66 (Fig. 1). Because the sides 70 of the transition section 26 are generally inwardly inclined (Figs. 4 and 6 and as more fully described below) and the doors 40 and 42 are not exactly rectangular, flexible or slidable, high temper-ature seals 96 are provided along side doors edges 98. The seals 96, which contact inner surfaces 100 of the sides 70, flex, or slide inwardly along the doors 40 and 42, to pro-vide side edge sealing regardless of door positions.
At least inner surfaces 102 and 104 (Fig. 1) of the doors 40 and 42 are insulated with a layer or coating (not shown) of a heat insulating material to pr~tect the doors from high temperature effects, particularly of imping-ing rocket exhaust gases. The thickness of the insulating layer depends, according to well known principles, upon the maximum exhaust gas flow rate and total exhaw;t mass flow.
Alternatively, at least the inner door surfaces 102 and 104 1~8~
may be coated with su:lt:able ablative material.
The hinges 46 and 52 are protected from temperature effects of the exhaust: gases by heing positioned out of the exhaust gas stream and by heiny shielded by downwardly ex-tending flanges 110 and 112, respectively, formed on transi-tion section port~ons 48 and 53. Additional heat protection may be provided, for example, by covering or packing the hinge area with conventional heat insulating materials in a manner shown (Figs. 3 & 4~.
Particularly when the diameter of the manifold 26 is small compared to the supersonic length of the rocket exhaust stream 56, exhaust gases downwardly impinging onto the bottom of the manifold 28, through th~ manifold inlet opening 34, may create such high pressures that the gases reverse direction and flow upwardly along inner walls 114 of the manifold and back into the transition section 26.
Elongate, axial flow diverters 116 are fixed, in opposing ; relationship, along opposite sides of the manifold wall 114 in the region of the inlet openin~ 34 to prevent such a re-2~ turn flow, opposite ends of the elements being extended be-yond axial ends of the inlet opening 34. Assuming a gener- .
ally horizontal inlet opening 34, the elements 116 are located with lower arcuate surfaces 118 in a horizontal plane passing about through the center of the manifold 28 (Fig. 6). The surfaces 118, concave upwardly and projecting outwardly from the wall 114, divert exhaust gases flc,wing upwardly along :.
the wall and cause them to fl.ow axiall.y along the manifold 28, rather than upwardly into the opening 34.
O~eration When a rocket 22 iII an~ station 10 ~s ignited, the ~L~8~489 exhaust gases flowing ~nto the manifold 28 pressurize the manifold. The resulti:ng closirls moment on doors 40 and 42 of other stations ~equal to the maniEold pressure times the area of outside door surfaces 76 and 78~ forces those door~
if they were initially hanging open, to a fully closed con-dition and maintains the doors closed as long as the manifold pressure is slightly above the pressure in the above chamber 20.
Before the ~iring rocket 22 starts to lift from the chamber 20, and during a constrained firing, (station No. 1, Fig. 2) the doors 40 and 42 below that chamber tend to be pivoted open by the force of the impinging exhaust gases.
If the weights 58 and 60 are greater than required to just close the doors 40 and 42, pressure must be built up above the doors until the "excessive" counterweighting is overcome.
During this period of pressure build up, the contained ex-haust gases may cause damage to the rocket 22 or its sur-roundings; therefore, such excessive counterbalancing should be avoided. As the doors 40 and 42 are pivoted open, they - 20 normally reach an equilibrium, non-fully open, posit.ion when the opening moment caused by the impinging forces of the rocket exhaust acting on inside door surfaces 102 and 104 just equals the closing moment caused by the manifold pres-sure acting on the outside door surfaces 76 and 78. When the rocket exhaust flow varies with time, for e:~ample, in the case of a launched rocket, the impingement force and manifold pressure both vary with time; thus, the doors 4a and 42 continuously pivot to new equilibrium positions.
As a launched rocket 22 travels up and out an upper opening 120 of the c~am~er tst~tion No, 3, ~ , 2l ~he exh~ust ~08~9 stream 56 expands and completely fills the chamber cross section in lower regions thereQf. To prevent restricted exhaust gas flow under such conditions, the cross sectional flow area through the transition section 26 and the manifold 28 should be at least as large as the chamber 20 cross sec-tional flow area. The manifold 28, given a particular cham-ber diameter, can usually be constructed to have this required cross sectional flow area.
As the rocket 22 moves away from the opening 30, the exhaust gases, directly impinging on increasingly larger areas of inside door surfaces 102 and 104, cause the doors finally to pivot fully open. It is apparent that the transi-tion section 26, in the region of the doors 40 and 42, should, therefore,, have a substantially uniform flow cross section (between the doors) to prevent restricted flow.
During a firing, air and gases above the doors 40 and 42 at the firing station become entrained into the ex-haust stream 56, thereby reducing the pressure in the chamber 20 and drawing outside air into the upper opening 120 of 2a the chamber (station No. 1, Fig. 2~. Particularly if the upper end of the chamber 20 is closed, a partial vacuum is created in the chamber.
A typical control door 40 and 42 and transition section 26 design requires consideration of the following parameters: the ballistic values of the rocket motor, (in-cluding chamber pressure, flow rate, combustion temperature and throat diameter~, cross sectional flow area of the cham-ber 20, maximum chamber design pressure during a normal launch, cross section flow area of the mani~oLd 28, pressure in the manifold resulting fror~ the maximal exhaust flow rate, 8~
allowable height of t:he transition section and a theoretical or experimental descri.ption of the rocket exhaust flow field, as a function of time, axial and radial directions (the re-quired flow elements ~eingo pitot pressure, static pressure or local ambient pressure (PAMB), static temperature, total temperature, velocity, Mach number, gas constant, and specific heat ratio).
The design proceeds generally in the following man-ner: the top dimensions of the doors 40 and 42 and the transi--tion section 26 are established by the chamber 20 end dimen-sions and/or the chamber flow area. If the chamber is circu-lar in cross section, a transition to rectilinear dimensions is made. Dimensions of the lower door edge 62 and 64 are determined by the requirement that the opening across such lower edges must be completely engulfed by the exhaust pitot pressure, PR, that is at least as great a$ t~e static pr~s~
sure in the manifold 28. Any particular c.ross sect.ion of the exhaust stream (or flow fiel~) 56 can be substantially described as a series of concen~ric PR rings, as seen in Fig. 8, wherein PR increqses t~wards the axis of the exhaust flow 56, PRl being greater than PR2 which is ~reate:r than PR3, which is in turn grea-ter than PR4, PR4 being equal to PA~B. The static pressure in the manifold 28 is determined in a conventional and well known manner from the mass flow rate and static properties of the exhaust and from the mani fold cross sectional area. As seen ir.l Fig. 9, PR inside a diameter 122 determined by the e~uilibrium open position of the doors 40 and 42 under ~ particular firing condition, must be at least as large as the manifold static pressure to prevent gases in the manifolcl from flowing ba~k up into the chamber 20.
If the rocke.t motor ballistics vary with time, so does the exn~ust pressure ield, and so do~s the pressure in the manifold 28 for a fixed manifold cross sectional flow area. The initial design is based on the maximum expected rocket flow rate (and ballistics) and is checked at lesser flow rates to assure the manifold pressure does not exceed the exhaust pitot pressure at the new equilibrium door posi-tion. If it does, then to prevent back flow, dimensions of the lower door edges 64 and 66 must be made smaller so that ~ higher exhaust pitot pressure will resul~ at the bottom opening of the doors.
To accommodate a comparatively large number of cham-~ers 20 along manifold 28, the lengths of the manifold inlet openings 34 are minimized. Since the flow area into the mani-fold 28 must be at least equal to the flow area of the cham-ber 20 during a normal launch and as the doors swing fully open, it is desirable that the dimensions of the lower door edges 64 and 66 be as large as feasible within the above cons-traints.
With the top and bottom dimensions of the doors 40 and 42 established, accord.ing to the oregoing criteria, the length (or height~ of the doors is determined, based upon the equilibrium between the moments on the inside and out-side door surfaces 102 and 104, and 76 and 78" respectivel~
The pressure in the manifold 28 is considered to act su~-stantially uniformly on the outside door surfaces 76 and 78 to produce a closing moment which is opposed by the exhaust flow, non-uniform impingement pressure load integrated over the inside door surfaces 102 and 104, After -the top and -20~-bottom dimensions of the doors 40 and 42 and the pressure in the manifold 28 have been established, the balancing of such moments becomes a functi~n of door area, door length, the exhaust impingement angle with respect to the inside door surfaces 102 and 104 and the region of impingement in the exhaust stream 56 (which determines a recovery pressure at a particular subsonic or supersonic Mach number of the exhaust) the impingement becoming less intense as the doors swing ~way ~rom their closed position.
The final configuration which balances the moments must also be in agreement with the critieria used to deter-mine the dimensions of the lower door edges 64 and 66. If this is not the case, an iterat.ion of the design is performed.
The angle of the transition section sides 70 and the height of the transition section 26 follow the final geometry of the doors 40 and 42.
Preferably the angle between the center line of the exhaust stream 56 and the doors 40 and 42 and the transition section sides 70 should always be less than ab~ut 30 for any door equilibrium position, so ~hat normal ~right angle) pressure shocks, with attendant high heating rates, are un-likely to occur at the doors or side walls. In addition, if the mentioned angle is large, the possibility increases that some exhaust gases from the upper portion of the transition section 26 will recirculate back into the chal~er 20.
Although there has been described above a specific arrangement of rocket exhaust plenum flow control apparatus in accordance with the invent:ion for t:he purpose o~ illustrat-ing the manner in which the i.nvention may be used to ~dvant-age, it is to be appreciated that the invention is not limitçd -~21-1~8~8~
thereto. Accord~ngly, an~ and all mod~ications, variations or equivalent arrangements whi~h may occur to those skilled in the art should be considered to ~e within the scope of the invention as defined in the appended claims.
~Lo~ 9 door or gas valve i9 ]:io~ally ins~alled either at the out-let opening of each :rocket chal~ber or in the connecting duct to the exhaust manifo.ld. When a rocket is accidentally or intentionally ignited, the associated safety door or gas valve is caused to open--usually by the exhaust blast--to admit the exhaust gases into the manifold. The doors or valves associated with other chambers are main~ained in a closed condition to prevent circulation of the exhaust gases thereinto.
Previously available or disclosed apparatus, how- ' , ever, have substantial disadvantages. For example, one prior apparatus discloses at the,bottom of each col~partment of a mult.iple rocket storage magazine, a non-hinged, "hlow out" door. These doors lead through .conducting d~cts to a common exhaust,manifold. If any of the rockets in the'':
magazine are accidentally ignited (for example by enemy fire), the force exerted by the resulting rocket exhaust gas on the upper surface of an associated door blas~6 the door out of its opening and admits the gases into t~e man-ifold. An associated fire extinguishing system is designed to direct pressurized water through the resulting opening and extinguish the rocket. A major disadvantage, however, is that no means are provided for,automatically reclosing the door af'ter the rocket has been extinguished. Unle,ss the blow-out door is manually replaced--for whi.ch little provision seems to have been made--ho-t exhaust gases rom subsequent accidental ignition o another rocket would enter the compartment and could cause reign:ition of' the rocket or explosion of its warhead before such next-firing rocket is extinguished. In addition, :if the compartments are not ~ .~ ~
108~9L8~9 sealed in upper reyion3--which they do not seem to be--hot exhaust gases from the next firing rocket would be conducted through any compartments containing previously ignited rocekts and directly ~o the rocket launching platform posi-~ tioned just above the magazine.
Another vary substantial problem a sociated with the prior apparatus disclos~d and other similar apparatus, is that little consideration appears to have been given to preventing recirculation of exhaust gases back into and through a chamber while a rocket is firing in that chamber.
Whatever type of exhaust flow control door or valve is used, it must be suitably configured to,prevent exhaust gases emit-ted therethrough and into the exhaust manifold from flowing around the exhaust stream and back into the roaket compart-ment. If this,occurs, the gases may cause stxuctural damageto portions of the rocket, ~g~ition of other propellants (if the rocket has other stages) or detonation of the rocket warhead. Ignition of these other propellants or detonation of the warhead could ignite or detonate adjacent rockets and warheads, thereby initiating a disastrous ahain reaction.
Merely to provide properly opening and closing rocket exhaust gas flow control doors is, therefore, insuf-~icient: the doors must be configured so that at all exhaust 10w conditions they will open only that amount which ~ill ~ause the rocket exhaust stream to function ais a complete "gas plug" in the opening to prevent recirculation of ex-haust gases back into the ch~mber.
Another example of the prior art discloses appara-tus adapted for storing a n~nber of rocke~s, wherein exhaust nozzles of the rockets are seated in sealing relationship _ ,~,...
`
10~489 upon short ducts or n~J~zle extensions leading to a common exhaust manifold. Toggle clamps are used to hold the noses of the rockets in the storage apparatus and no actual stor-age compartments are formed. Each nozzle extension has, at its lower end, a pair of hinged doors, spring biased to a normally closed condition. Exhaust ga~ pr~ssllre from an accidentally ignited rocket forces the a~sociated nozzle extension doors to swing open against the sp~inqs, ther~by admitting the gases to the manifold, fro~ which they are discharged at a remote location. The resulting gas pressure in the manifold acts upon under sides o other clo~d doors to force them tightly closed and prevent circulation of hot exhaust gases into the other nozzle extensions.
However, the door hinges and biasing springs are positioned directly in the path of hot exhaust gas flow from an above firing rocket and wilI receive maximum heating and erosion therefrom. As a result of heat and erosion damage, the doors immediately below a firing rocket, even ~`
if not burned completely loose, as is likely, would probably fail to return to the closed condition after the firing.
Also, very pos~ibly, heat from hot exhaust yases flowing through the manifold would damage the biasing springs of other doors. Even if these doors were kept closed by pres-sure in the manifold during that particular firing, th~y might subsequently sag open. Then, upon a next accidental rocket firing, the flow of gases through the manifold could force the sagging doors open, rather 1:han closed, allowing circulation of the hot gases into above nozzle extensions with consequent ignition of 1:he associated rockets.
Even though spring-loaded flow control doors might --5-~
~8~89 be satisfactory for use associates with storage of small rockets, wherein firing is unlikely and when i-t occurs the firing time is short, such doors would be entirely unsatisfactory in applications in which they would be subjected to repea-ted or sustained rocket exhaust gas flows. They would thus be unsatisfactory for use associated with storing or launching large rockets or with launch tubes ~rom which a large number of even small rockets would be fired.
For these and other reasons, improvements in controlling flow of rocket exhaust gases associates with a plurality of rocket stations and a common exhaust gas manifold are not only desirable, but necessary.
The present invention relates to a controlled fluid flow apparatus comprising: a plurality of fluid flow elements; a common manifold; means for connecting said elements to said manifold in fluid exchange relationship, said connecting means including a plurality of transition sections adapted for separately directing pressurized fluid from said elements into said manifold; and means for controlling the flow of pressurized fluid through said transition sections, said controlling means including a plurality of pairs of flow control doors 2~ and means for pivotablv hanging the doors in opposing relationship by pairs in corresponding portions of the transition sections, said doors of each of said pairs being configured to hang, under the action of gravity alone, at least slightly inclined toward one another and being operative to pivot to a fully closed position in response to back pressure in the associated transition section when pressurized fluid is flowing through any non-associated transition section into the manifold, and being operative to pivot -to just that degree of openness required to prevent fluid backflow when pressurized fluid is flowing through the associated transition section into the manifold.
~ 6 , .
~08~
:`.
~ore specifically, the fluid sources comprise rocket stora~e compartments, launch tubes, etc. and the fluid comprises hot rocket exhaust gases. Hinged portions of the doors are positioned to be out o~ the path of direct flow o$ the hot exhaust gases through the transition sec-tions, and at least portions of the doors are heat protected by insulating or abla~ive materials. Additional hinge pro~
tection may be provided by packing the hinging areas with heat insulating material. High te~perature seals are pro-vided along edge portions of the doors to prevent gases from the manifold from flowing past the doors and back into the storage chamber, launch tubes, etc.
The doors, through which a rocket is firing, are caused to pivot open to an equilibrium position deter-mined by the balance o moments on inner and outer surfaces o~ the doors, the equilibrium position varying as the exhaust gas flow varies. The doors and the transition section are configured so that at each equilibrium position, the flow of p exhaust gases between the doors acts as a plug to prevent flow of exhaust gases back through the doors and into the ~8~
:~ ' chamber, launch tube, etc.
The flow control doors are preferably counter-weighted to hang, under by the action of gravity and in static conditions, fu.,~Lly or nearly fully closed, the doors in such closed condition preferably being at an angle of less than about 30 from the vertical.
Elongate gas deflectors are fixed to inside sur-faces of thé manifold in locations of the inlet openings, at about the central plane of the manifold. Lower deflector surfaces which project outwardly into the manifold and which are concave upwardly, divert exhaust gases, which tend to flow upwardly from the bottom of the manifold, away from manifold inlet openings.
To achieve the desired configuration of the doors and the transition elements, ends of the transition sections are inclined outwardly along~the axis of the mani~old, and sides of the transition section are correspondingly inclined -~inwardly in bottom p~rtions thereof.
The apparatus, since no spring biasing is employed and the hinge portions and door are heat protected, is well suited for use in applications having a plurality of rocket launch tubes, the doors of which are subject to repeated exposure to hot exhaust gas flows and, as well, for appli-cations in which large rockets are installed in a plurality of rocket storage compartments wherein, during an accidental firing, the associated doors may be subjectecl to a lengthy flow of hot exhaust gases.
A better understanding of the present invention may be had from a consideration of the fo:Llowing detailed de-scription, taken in conjunction with the accompanying drawings, in which:
Fig. 1 is a vertical sectional view of the rocket exhaust flow control apparatusJ showing the flow control doors counterbalanced to a fully closed condition;
Fig. 2 is a vertical schematic view, showing three launch stations connected to a common exhaust manifold, ~nd also showing two different rocket~firing conditions;
Fig. 3 is a vertical sectional view of the exhaust gas flow control apparatus, showing non-counterweighted ~ -~
flow control doors hanging in an open, nearly vertical con-figuration;
Fig. 4 is a vertical sectional view of the apparatus of Fig. 1 showing the entire launch station tilted, and showing the effect thereof on the flow control doors;
Fig. 5 is vertical sectional view along line 5-5 of Fig. 1, showing upper portions of one of the flow control door~;
Fig. 6 is vertical sectional view along line 6-6 of Fig. 1, showing other features of the apparatus;
Fig. 7 is a horizontal sectional view along line 7-7 o Fig. 1, showing the flow control doors in a fully closed condition;
Fig. 8 is a horizontal sectional view along line 8-8 of Fig. 2, showing concentric pitot pressure rings of the exhaust flow stream; and Fig. ~ is a horizontal sectional view in the plane of Fig. 7~ showing the flow control doors in a partially open, equilibrium position.
Referring to Fig. 1, and described briefly~ a rocket storage or launch sta~ion or site 10 comprises a chamber 20, which contains a rocket 22, an exhaust gas flow transition section o~ duct 26 and an exhaust manifold or plenum tube 28, the transition section 26 interconnnecting the chamber 20 and the manifold 28. Considered together, the rocket 22 and the chamber 20 function, when the rocket engine is fired, as a source of a high velocity, pressurized fluid--specifically, rocket exhaust gases.
The chamber 20, which is merely representative of any type of rocket storage compartment, launch tube, test firing stand or the like, may be closed or open at the top and sides. Within the chamber 20, the rocket 22 is supported in a conventional manner (not shown), and need not be posi-tioned along, or even exactly parallel to, the chamber axis.
At the bottom of the chamber 20 an outlet opening 30 permits exhaust gases from the rocket 22, when fired, to flow into the transition section 26. Flow control means 32 are dis-posed in the transition section 26 to control flow of ex-haust gases therethrough, as more particularly described below.
An inlet opening 34 is provided into an upper por-tion of the manifold 28 from the bottom of the trans.ition section 26. The manifold 28 and manifold inlet open:ings 34 are disposed a sufficient distance below the level of the chamber outlet opening 30 to allow the flow ~on.trol means to be disposed in normally vertical portions of the transition sections 26, for reasons to become a~parent. The chamber 20 need not, however, be vertically disposed above the manifold, as shown in the accompanying drawings; the chamber 20 may alternatively be inclined at substanti.ally any angle from the vertical, the transition section having suitably ~10 -- ~8~48~
angulated portions to effect the in~erconnecting.
The apparatu!: herein described relates primarily to applications in which a plurality of stations lO is connected to a common manifold 28 such that control of rocket exhaust gases into and from the manifold is required. As an example, Fig. 2 illustrates three such stations 10 arranged in s~aced relationship along the manifold 28, although more than three may be employed. The stations lO are substantially identical and are identified for purposes of discussion (from left to right in the figure) as stations Nos. l, 2 and 3.
Referring again to Fig. 1 r the flow control means 32 comprises a pair of opposing flow control doors or panels:
a first door or panel 40 and a second door or panel 42, both doors being substantially identical. The door 40 is pivotably attached along an upper, inner edge 44, by hinge 46, to an inwardly projecting~`first edge portion 48 of the transition section 26; similarly, the door 42 is pivotably attached along an opposing upper, inner edge 50, by a hinge 52, to an opposite, inwardly proje,cting second edge portion 54 of the transition section.
The doors 40 and 42 pivot closed under the action of pressure in the manifold 28, as more fully described below, to prevent exhaust gases from flowing from the mani-fold 28 upwardly -through the transition section 26 and-into the chamber 20 when a rocket 22, in a different rocket sta-tion 10, is firing ~ condition of doors 40 and 42 in station ; No. 2, Fig. 2). The doors 40 and 42 pivot open, under com-bined action of pressure in the manifold 28 and pressure of exhaust gases emitted from the above rocket 22 when it fires, - 30 just th~t amount that c~uses ,an exhaust stre~l 56 (Fig. 2, 1~8~
station Nos. 1 and 3~ flowing downwardly between the open doors to function as a "gas plug" preventing flow of exhaust gases from the manifold 28 back through the doors and up-wardly into the chamber 20.
As shown in Figs. 1, 2 and 4~7, the doors 40 and 42 are counterbalanced by weights 58 and 60, respectively, fixed to upper, outer portions of the doors. The counterbalancing weights may be disposed external to the transit~on section, since the hinge line may penetrate the transition section wall if proper seals are provided. ~he weights S8 and 60 are preferably configured so that when the chamber 20 and the transition section 26 are vertically disposed the doors 40 and 42 hang, under the action of gravity alone and under static, non-firing conditions, fully closed (Fig. 1~ or very nearly fully closed. That is, the co~bined weight of the doors 40 and 42 and the weight 58 and 60, as well as the posit.~oning of the hinges 46 and 52, cause the doors 40 and 42 to barely close so that lower edges 64 and 66, respective-ly, thereof are in light contact under the static condition of no exhaust gas pressure acting on either side of the doors.
Preferably, when fully closed, the doors 40 and 42 are at an angle of about, or less than about, 30 with the vertical;
although, the doors function properly, at closing angles of as much as 90~ ~that is, when they are horizontal when closed). Counterbalancing to ~orce the doors 40 and 42 tightly closed under static conditions is b~t~ unnecesæary and undesirable, as will become apparent from the subsequent discussion.
T~e door~ 4Q and 42 need n~t, ~o~eye;r, ~e counte~-- 30 balanced to fully or nearly full~ close under stat~c - ~12~-. .
conditions. Tests indicate that as long as the doors 40 and 42 are configurecl so they hang, under static conditions, even only slightly inclined inwardly towards the longitudinal, ;~
vertical axis of the transition section 26, their operation S will still be entirely satisfactory. For example, the doors 40 and 42 will operate ~roperly even if they hang under static condition nearly vertically, as illustrated in Fig. 3.
If the doors 40 and 42 are hung in such nearly vertical, static nondition, the weights 58 and 60 are generally un-necessary, provided the doors are hung in an eccentric con-dition from upper, forward edges 44 and 50.
Important advantages are nevertheless associated with counterbalancing the doors 40 and 42 to hang in a closed condition under static conditions. In many applica-tions, particularly ship-board use, the entire rocket station lO may, at least at times, be~tilted from the level condi-tion (Fig. 4). If the doors 40 and 42 are not counterweighted, and therefore hang n~arly vertically under level conditions (Fig. 3), one of the doors will be, inclined away from,rather than towards, the transition sect~on longitudinal axis when the station 10 is tilted even a small amount. Both of the doors 40 and 42 may not then be properly closed by manifold pressure when another rocket 22 is fired and when the rocket above is fired, the outwardly inclined door may be swu~g so far open that the exhaust stream 5~ is not co~pletely ef-fective as a plug, and exhaust gases may recirculate from the manifold 28 back into the chamber 20, Counter~alancing the doors 40 and 42 to a closed or nearly closed static condition when the station 10 is level, even though when the station 10 is tilted one door may pivot ~L~8~9 toward the open condi.~ on, insures that both doors will still remain inclined (though not symmetrically) towaxd the transition section for all practical angles of tilt of khe station 10 (Fig. 4), and will thus be in condition for proper S unctioning. Operatio~ o~ the doors under tilt conditions is further assured by stops 68 which are fixed to the inside of the walls 70 of the transition sect~on 26 at locations preventing either of the doors 40 or 42 from swinging past their normal, fully closed position.
There is also a psycholog~cal advantage to counter-balancing the doors 40 and 42 closed under static conditions, even if the station 10 will not be sub~ect to any tilting.
~lthough in actual practice the doors 40 and 42 will function properly even when hanging nearly vertically open under static conditions, it is not immediately apparent to even a non-cac;ual observer that such will be the result. For ex-ample, it is not apparent that pressure in the manifold will close open hanging doors of non~firing stat~on~. There~ore~
the system appears more functional if the doors 4Q and 42 -~
are counterweighted to the closed static condition, S~nce, however, mechanical malfunctions could conceivably prevent the doors 40 and 42 from pivotin~ closed from a stat~c, open-hanging condition , a safety factor is provided if the doors are counterbalanced in the described manner, For some conditions of an akove rocket 22 fiFing~
and as more particularly described below, the doors 4Q and 42 will be forced by exhaust gas pressure to a part~ally open, equilibrium position a~ sho~n at stat~on No. 1 F~, 2, Under other equilibrium conditions the doors 4Q and 42 will be forced to a fully open co~ ition in wh~ch they must be ~14~
" 1~8(~489 inclined away from rat:her than toward, the vertical (station No. 3, Fig~ 2). To provide for such fully open conditions, the transiticn section 26 is formed in a trapezoidal con-figuration, with lower portions of end walls 72 and 74 of the transition section being inclined outwardly from the vertical along the axis of the manifold, as may ~e seen in Figs. 1 and 2. To allow the doors 40 and 42 to fully open, with outer surfaces 76 and 78 of the doors in contact with corresponding inner surfaces 80 and 82 of the end walls 72 ~ .
and 74, upper portions 90 and 92 of the end walls are formed outwardly to cleax the weights 58 and 60.
Edge sealing of the doors 40 and 42, to prevent ex-haust gas leakage therepast, i9 provided by a high tempera-ture gas seal 94 attached along one of both lower doors edges 64 and 66 (Fig. 1). Because the sides 70 of the transition section 26 are generally inwardly inclined (Figs. 4 and 6 and as more fully described below) and the doors 40 and 42 are not exactly rectangular, flexible or slidable, high temper-ature seals 96 are provided along side doors edges 98. The seals 96, which contact inner surfaces 100 of the sides 70, flex, or slide inwardly along the doors 40 and 42, to pro-vide side edge sealing regardless of door positions.
At least inner surfaces 102 and 104 (Fig. 1) of the doors 40 and 42 are insulated with a layer or coating (not shown) of a heat insulating material to pr~tect the doors from high temperature effects, particularly of imping-ing rocket exhaust gases. The thickness of the insulating layer depends, according to well known principles, upon the maximum exhaust gas flow rate and total exhaw;t mass flow.
Alternatively, at least the inner door surfaces 102 and 104 1~8~
may be coated with su:lt:able ablative material.
The hinges 46 and 52 are protected from temperature effects of the exhaust: gases by heing positioned out of the exhaust gas stream and by heiny shielded by downwardly ex-tending flanges 110 and 112, respectively, formed on transi-tion section port~ons 48 and 53. Additional heat protection may be provided, for example, by covering or packing the hinge area with conventional heat insulating materials in a manner shown (Figs. 3 & 4~.
Particularly when the diameter of the manifold 26 is small compared to the supersonic length of the rocket exhaust stream 56, exhaust gases downwardly impinging onto the bottom of the manifold 28, through th~ manifold inlet opening 34, may create such high pressures that the gases reverse direction and flow upwardly along inner walls 114 of the manifold and back into the transition section 26.
Elongate, axial flow diverters 116 are fixed, in opposing ; relationship, along opposite sides of the manifold wall 114 in the region of the inlet openin~ 34 to prevent such a re-2~ turn flow, opposite ends of the elements being extended be-yond axial ends of the inlet opening 34. Assuming a gener- .
ally horizontal inlet opening 34, the elements 116 are located with lower arcuate surfaces 118 in a horizontal plane passing about through the center of the manifold 28 (Fig. 6). The surfaces 118, concave upwardly and projecting outwardly from the wall 114, divert exhaust gases flc,wing upwardly along :.
the wall and cause them to fl.ow axiall.y along the manifold 28, rather than upwardly into the opening 34.
O~eration When a rocket 22 iII an~ station 10 ~s ignited, the ~L~8~489 exhaust gases flowing ~nto the manifold 28 pressurize the manifold. The resulti:ng closirls moment on doors 40 and 42 of other stations ~equal to the maniEold pressure times the area of outside door surfaces 76 and 78~ forces those door~
if they were initially hanging open, to a fully closed con-dition and maintains the doors closed as long as the manifold pressure is slightly above the pressure in the above chamber 20.
Before the ~iring rocket 22 starts to lift from the chamber 20, and during a constrained firing, (station No. 1, Fig. 2) the doors 40 and 42 below that chamber tend to be pivoted open by the force of the impinging exhaust gases.
If the weights 58 and 60 are greater than required to just close the doors 40 and 42, pressure must be built up above the doors until the "excessive" counterweighting is overcome.
During this period of pressure build up, the contained ex-haust gases may cause damage to the rocket 22 or its sur-roundings; therefore, such excessive counterbalancing should be avoided. As the doors 40 and 42 are pivoted open, they - 20 normally reach an equilibrium, non-fully open, posit.ion when the opening moment caused by the impinging forces of the rocket exhaust acting on inside door surfaces 102 and 104 just equals the closing moment caused by the manifold pres-sure acting on the outside door surfaces 76 and 78. When the rocket exhaust flow varies with time, for e:~ample, in the case of a launched rocket, the impingement force and manifold pressure both vary with time; thus, the doors 4a and 42 continuously pivot to new equilibrium positions.
As a launched rocket 22 travels up and out an upper opening 120 of the c~am~er tst~tion No, 3, ~ , 2l ~he exh~ust ~08~9 stream 56 expands and completely fills the chamber cross section in lower regions thereQf. To prevent restricted exhaust gas flow under such conditions, the cross sectional flow area through the transition section 26 and the manifold 28 should be at least as large as the chamber 20 cross sec-tional flow area. The manifold 28, given a particular cham-ber diameter, can usually be constructed to have this required cross sectional flow area.
As the rocket 22 moves away from the opening 30, the exhaust gases, directly impinging on increasingly larger areas of inside door surfaces 102 and 104, cause the doors finally to pivot fully open. It is apparent that the transi-tion section 26, in the region of the doors 40 and 42, should, therefore,, have a substantially uniform flow cross section (between the doors) to prevent restricted flow.
During a firing, air and gases above the doors 40 and 42 at the firing station become entrained into the ex-haust stream 56, thereby reducing the pressure in the chamber 20 and drawing outside air into the upper opening 120 of 2a the chamber (station No. 1, Fig. 2~. Particularly if the upper end of the chamber 20 is closed, a partial vacuum is created in the chamber.
A typical control door 40 and 42 and transition section 26 design requires consideration of the following parameters: the ballistic values of the rocket motor, (in-cluding chamber pressure, flow rate, combustion temperature and throat diameter~, cross sectional flow area of the cham-ber 20, maximum chamber design pressure during a normal launch, cross section flow area of the mani~oLd 28, pressure in the manifold resulting fror~ the maximal exhaust flow rate, 8~
allowable height of t:he transition section and a theoretical or experimental descri.ption of the rocket exhaust flow field, as a function of time, axial and radial directions (the re-quired flow elements ~eingo pitot pressure, static pressure or local ambient pressure (PAMB), static temperature, total temperature, velocity, Mach number, gas constant, and specific heat ratio).
The design proceeds generally in the following man-ner: the top dimensions of the doors 40 and 42 and the transi--tion section 26 are established by the chamber 20 end dimen-sions and/or the chamber flow area. If the chamber is circu-lar in cross section, a transition to rectilinear dimensions is made. Dimensions of the lower door edge 62 and 64 are determined by the requirement that the opening across such lower edges must be completely engulfed by the exhaust pitot pressure, PR, that is at least as great a$ t~e static pr~s~
sure in the manifold 28. Any particular c.ross sect.ion of the exhaust stream (or flow fiel~) 56 can be substantially described as a series of concen~ric PR rings, as seen in Fig. 8, wherein PR increqses t~wards the axis of the exhaust flow 56, PRl being greater than PR2 which is ~reate:r than PR3, which is in turn grea-ter than PR4, PR4 being equal to PA~B. The static pressure in the manifold 28 is determined in a conventional and well known manner from the mass flow rate and static properties of the exhaust and from the mani fold cross sectional area. As seen ir.l Fig. 9, PR inside a diameter 122 determined by the e~uilibrium open position of the doors 40 and 42 under ~ particular firing condition, must be at least as large as the manifold static pressure to prevent gases in the manifolcl from flowing ba~k up into the chamber 20.
If the rocke.t motor ballistics vary with time, so does the exn~ust pressure ield, and so do~s the pressure in the manifold 28 for a fixed manifold cross sectional flow area. The initial design is based on the maximum expected rocket flow rate (and ballistics) and is checked at lesser flow rates to assure the manifold pressure does not exceed the exhaust pitot pressure at the new equilibrium door posi-tion. If it does, then to prevent back flow, dimensions of the lower door edges 64 and 66 must be made smaller so that ~ higher exhaust pitot pressure will resul~ at the bottom opening of the doors.
To accommodate a comparatively large number of cham-~ers 20 along manifold 28, the lengths of the manifold inlet openings 34 are minimized. Since the flow area into the mani-fold 28 must be at least equal to the flow area of the cham-ber 20 during a normal launch and as the doors swing fully open, it is desirable that the dimensions of the lower door edges 64 and 66 be as large as feasible within the above cons-traints.
With the top and bottom dimensions of the doors 40 and 42 established, accord.ing to the oregoing criteria, the length (or height~ of the doors is determined, based upon the equilibrium between the moments on the inside and out-side door surfaces 102 and 104, and 76 and 78" respectivel~
The pressure in the manifold 28 is considered to act su~-stantially uniformly on the outside door surfaces 76 and 78 to produce a closing moment which is opposed by the exhaust flow, non-uniform impingement pressure load integrated over the inside door surfaces 102 and 104, After -the top and -20~-bottom dimensions of the doors 40 and 42 and the pressure in the manifold 28 have been established, the balancing of such moments becomes a functi~n of door area, door length, the exhaust impingement angle with respect to the inside door surfaces 102 and 104 and the region of impingement in the exhaust stream 56 (which determines a recovery pressure at a particular subsonic or supersonic Mach number of the exhaust) the impingement becoming less intense as the doors swing ~way ~rom their closed position.
The final configuration which balances the moments must also be in agreement with the critieria used to deter-mine the dimensions of the lower door edges 64 and 66. If this is not the case, an iterat.ion of the design is performed.
The angle of the transition section sides 70 and the height of the transition section 26 follow the final geometry of the doors 40 and 42.
Preferably the angle between the center line of the exhaust stream 56 and the doors 40 and 42 and the transition section sides 70 should always be less than ab~ut 30 for any door equilibrium position, so ~hat normal ~right angle) pressure shocks, with attendant high heating rates, are un-likely to occur at the doors or side walls. In addition, if the mentioned angle is large, the possibility increases that some exhaust gases from the upper portion of the transition section 26 will recirculate back into the chal~er 20.
Although there has been described above a specific arrangement of rocket exhaust plenum flow control apparatus in accordance with the invent:ion for t:he purpose o~ illustrat-ing the manner in which the i.nvention may be used to ~dvant-age, it is to be appreciated that the invention is not limitçd -~21-1~8~8~
thereto. Accord~ngly, an~ and all mod~ications, variations or equivalent arrangements whi~h may occur to those skilled in the art should be considered to ~e within the scope of the invention as defined in the appended claims.
Claims (30)
1. Controlled fluid flow apparatus comprising: a.
a plurality of fluid flow elements; b. a common manifold; c. means for connecting said elements to said manifold in fluid exchange relationship, said connecting means including a plurality of trans-ition sections adapted for separately directing pressurized fluid from said elements into said manifold; and d. means for controlling the flow of pressurized fluid through said transition sections, said controlling means including a plurality of pairs of flow control doors and means for pivotably hanging the doors in opposing relation-ship by pairs in corresponding portions of the transition sections, said doors of each of said pairs being configured to hang, under the action of gravity alone, at least slightly inclined toward one another and being operative to pivot to a fully closed position in response to back pressure in the associated transition section when pressurized fluid is flowing through any non-associated transition section into the manifold, and being operative to pivot to just that degree of openness required to prevent fluid backflow when pressur-ized fluid is flowing through the associated transition section into the manifold.
a plurality of fluid flow elements; b. a common manifold; c. means for connecting said elements to said manifold in fluid exchange relationship, said connecting means including a plurality of trans-ition sections adapted for separately directing pressurized fluid from said elements into said manifold; and d. means for controlling the flow of pressurized fluid through said transition sections, said controlling means including a plurality of pairs of flow control doors and means for pivotably hanging the doors in opposing relation-ship by pairs in corresponding portions of the transition sections, said doors of each of said pairs being configured to hang, under the action of gravity alone, at least slightly inclined toward one another and being operative to pivot to a fully closed position in response to back pressure in the associated transition section when pressurized fluid is flowing through any non-associated transition section into the manifold, and being operative to pivot to just that degree of openness required to prevent fluid backflow when pressur-ized fluid is flowing through the associated transition section into the manifold.
2. The invention as claimed in claim 1, including counterbalancing means for causing said pair of doors to hang, under the action of gravity alone, in said fully closed position in the absence of said pressurized fluid on both sides of said doors.
3. The invention as claimed in claim 1, wherein said doors are inclined at an angle of less than about 30° to the longitudinal axis of an associated vertical portion when in said fully closed position.
4. The invention as claimed in claim 1, wherein said transition sections include means for limiting pivotable movement of each of said doors in said pair of doors, to thereby cause said doors to stop at said fully closed position, whereby said doors, when pivoted from an open position, are caused to close in symmet-rical manner and whereby neither of said doors will close further than the other of said doors.
5. The invention as claimed in claim 1, including deflection means disposed axially along opposing inner side wall portions of said manifold in the region of said manifold inlet openings for causing high velocity pressurized fluid flowing circumferentially around said inner walls toward said inlet openings to be diverted and caused to flow axially along said manifold.
6. The invention as claimed in claim 5, wherein said deflection means includes elongate deflecting elements attached to said inner walls and having radially inwardly projecting lower surfaces, said lower surfaces having a cross section generally concave upwardly towards said inlet openings.
7. The invention as claimed in claim 1, wherein along a vertical cross section along a longitudinal axis of the manifold said sections are generally trapezoidal, opposite end portions including opposing first and second walls thereof being inclined outwardly in the region of said transition section attachment, whereby when a pair of said doors are pivoted to a fully opened position, having portions thereof lying substantially along insides of said outwardly inclined portions, lower portions of said doors are spaced farther apart than are upper portions thereof.
8. The invention as claimed in claim 7, wherein lower distinct opposite side portions including opposing third and fourth walls of said transition sections are inclined inwardly towards each other to cause, when said doors are in said fully opened position, the horizontal cross sectional fluid flow area through at least the portion bounded by said fully opened doors and adjacent side portions of said transition sections to be substantially equal at all elevat-ions along said doors.
9. The invention as claimed in claim 8, including sealing means disposed along side edges of said doors for causing fluid sealing between said side edges and said adjacent side portions of said transition section, regardless of the angle to which said doors are pivoted.
10. The invention as claimed in claim 9, wherein said sealing means includes sealing elements flexing inwardly against said transition section side portions.
11. The invention as claimed in claim 1, wherein said fluid comprises hot exhaust gases and wherein said means for pivotably hanging said doors is positioned to be out of the path of direct flow of said hot exhaust gases through said transition sections.
12. The invention as claimed in claim 11, wherein said elements comprise rocket storing stations.
13. The invention as claimed in claim 11, wherein said elements comprise rocket launch tubes.
14. The invention as claimed in claim 11, including means for protecting from effects of said hot exhaust gases said means for pivotably hanging said doors.
15. The invention as claimed in claim 14, wherein said means for protecting said hanging means includes heat insulating material disposed adjacent to at least portions thereof.
16. The invention as claimed in claim 11, including means for protecting at least portions of said doors from effects of said hot exhaust gases.
17. The invention as claimed in claim 16, wherein said protecting means includes heat insulating material.
18. The invention as claimed in claim 16, wherein said protecting means includes ablative material applied to portions of said doors.
19. In combination with a plurality of rocket storage or launch stations and a common rocket exhaust gas manifold for carrying exhaust gases from said stations to a discharging location, outlet openings of said station being disposed at an elevation above inlet openings of said manifold, apparatus for controlling flow of said exhaust gases between said station outlet openings and said manifold inlet openings, which comprises: a. ducting means for connecting said station outlet portions to corresponding ones of said manifold inlet portion, said ducting means including a plurality of transition sections, each of said sections connecting a different one of said station outlet openings to a corresponding one of said manifold inlet openings, at least portions of said transition section being normally vertically disposed, and b. flow control means for controlling flow of said exhaust gases through said ducting means, said flow control means including a plruality of pairs of flow control doors, a pair of said flow control doors being pivotally mounted within said vertically disposed portions of each of said transition sections, each of said pairs of said doors being config-ured to hang, under the action of gravity and in the static condition of absence of exhaust gas pressure in said manifold and associated stations, at a predetermined inwardly inclined angle to the vertical, said doors of each of said pairs of doors being pivotally mounted at upper portions for lower portions thereof to swing towards each other for restricting and stopping flow of said exhaust gases through the associated transition section and for said lower portions to swing away from each other for enhancing flow of said exhaust gases through the associated transition section, said swinging of said doors being responsive to exhaust gas pressures in said stations and said manifold, said pairs of doors being caused to swing to a fully closed condition when said exhaust gas pressure in said manifold exceeds the pressure of an associated site by a predetermined amount and being caused to swing towards a fully open position when a rocket in the associated station is firing.
20. The apparatus as claimed in claim 19, wherein said pairs of doors being caused to swing, when a rocket in the assoc-iated station is firing, to a partially open condition when the flow of said exhaust gases from said associated station through the associated transition section functions to swing the assoc-iated door open, preventing flow of the exhaust gases from said manifold back through the associated transition section.
21. The apparatus as claimed in claim 19, wherein said doors are counterbalanced to hang, under the action of gravity and in said static condition, in a substantially fully closed condition.
22. The apparatus as claimed in claim 19, including sealing means for sealing side and lower edge portions of said doors to prevent the flow of said exhaust gases therepast.
23. The apparatus as claimed in claim 19, wherein said doors, when in said fully closed condition, are at an angle of less than about 30° with the longitudinal axis of said vertical portion of said transition section.
24. The invention as claimed in claim 19,including means associated with said vertical portions of said transition section for preventing both doors of a pair of said doors from pivoting past the fully closed condition.
25. The apparatus as claimed in claim 19, wherein pivotal mounting portions of said doors are positioned to be out of the direct flow path of said exhaust gases through the associated transition section, and wherein at least inner exposed portions of said doors are protected against the heating effects of said exhaust gases.
26. The apparatus as claimed in claim 19, including diverting means fixed along inside surfaces of said manifold in proximity to said manifold inlet openings for causing exhaust gases flowing upwardly along insides of said manifold to be diverted axially along said manifold, whereby flowback into an associated transition section is substantially prevented.
27. The apparatus as claimed in claim 19, wherein, when exhaust gases are flowing through an associated transition section from an above firing rocket, said pair of doors are configured and operative to swing to a partially open condition having a flow pressure through the lower portions of the doors greater than the pressure in adjacent portions of the manifold, whereby gas backflow through the doors is prevented.
28. The apparatus as claimed in claim 19, wherein said vertical portions of said transition sections are disposed immed-iately above said manifold.
29. The invention as claimed in claim 28, wherein end portions of said vertical portions are outwardly inclined from the vertical, whereby lower portions thereof are spaced further apart than upper portions thereof.
30. The apparatus as claimed in claim 29, wherein said portions of said vertical portions are inwardly inclined from the vertical, whereby lower portions thereof are spaced closer than upper portions thereof.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA282,000A CA1080489A (en) | 1977-07-05 | 1977-07-05 | Rocket exhaust plenum flow control apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA282,000A CA1080489A (en) | 1977-07-05 | 1977-07-05 | Rocket exhaust plenum flow control apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1080489A true CA1080489A (en) | 1980-07-01 |
Family
ID=4109054
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA282,000A Expired CA1080489A (en) | 1977-07-05 | 1977-07-05 | Rocket exhaust plenum flow control apparatus |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1080489A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112078831A (en) * | 2020-09-17 | 2020-12-15 | 兰州空间技术物理研究所 | Mu N thruster based on flowmeter and use method |
-
1977
- 1977-07-05 CA CA282,000A patent/CA1080489A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112078831A (en) * | 2020-09-17 | 2020-12-15 | 兰州空间技术物理研究所 | Mu N thruster based on flowmeter and use method |
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