KR101357617B1 - Pressure correcting method of turbo-pump engine for rocket using liquid type propellant - Google Patents

Abstract

The purpose of the present invention is to provide a pressure correcting method of a turbo-pump engine for rocket, which can simplify the pressure correction of the engine for reducing a thrust error to reduce the number of times of combustion tests used to correct the pressure, thereby minimizing the reduction of life of the turbo-pump engine. To this end, the pressure correcting method of a turbo-pump engine for rocket of the present invention corrects pressure while varying the opening of a main oxidizer line, main fuel line, sub oxidizer line, and sub fuel line, and comprises the steps of: driving the engine so as to vary the opening; fixing the opening of the sub fuel line if the pressure of the sub fuel line is in a first predetermined pressure section for a limited time; fixing the opening of the sub oxidizer line if the pressure of the sub oxidizer line is in a second predetermined pressure section for the limited time; fixing the opening of the main fuel line if the pressure of the main fuel line is in a third predetermined pressure section for the limited time; fixing the opening of the main oxidizer line if the pressure of the main oxidizer line is in a fourth predetermined pressure section for the limited time; and stopping the engine if the opening of each line is fixed. [Reference numerals] (S110) Start an engine; (S111) Stop the change of opening for a first predetermined time; (S120) Is sub fuel line pressure in a first predetermined pressure section for a limited time?; (S121) Fix the opening of a sub fuel line; (S130) Is sub oxidizer line pressure in a second predetermined pressure section for the limited time?; (S131) Fix the opening of a sub oxidizer line; (S140) Is main fuel line pressure in a third predetermined pressure section for the limited time?; (S141) Fix the opening of a main fuel line pressure; (S150) Is main oxidizer line pressure in a fourth predetermined pressure section for the limited time?; (S151) Fix the opening of a main oxidizer line; (S160) Maintain the operation of the engine(for a second predetermined time); (S170) Notify; (S180) Stop emergently; (S190) Drive an engine stop sequence; (S191) Stop the engine

Description

Pressure correcting method of turbo-pump engine for rocket using liquid type propellant}

The present invention relates to a pressure correction method of a rocket turbopump engine using a liquid propellant.

Generally, a turbo pump engine for a rocket using a liquid propellant uses a high-temperature gas generated from a gas generator to send an oxidant and a fuel to a main combustor in a high-pressure state to generate a thrust.

1, a turbo pump engine for a rocket using such a liquid propellant includes a main combustor 11 for burning an oxidant and a fuel, a main oxidizer line 12 for guiding the oxidant to the main combustor 11, A main fuel line 13 for guiding fuel to the main combustor 11, a gas generator 14 for generating gas at high temperature and high pressure, a supplementary oxidizer line 15 for guiding part of the oxidizer to the gas generator 14, An auxiliary fuel line 16 for guiding a part of the gas to the gas generator 14, a turbine 17 rotated by the high temperature and high pressure gas of the gas generator 14, an oxidant pump 18 and a fuel pump 19. Reference numeral 12a denotes a main oxidant opening / closing valve for turning on / off the oxidant guided to the main combustor 11, reference numeral 13a denotes a main oxidant opening / closing valve for turning on / off the fuel guided to the main combustor 11 Reference numeral 15a denotes a supplementary oxidant on / off valve for on / off the oxidant to be guided to the gas generator 14, 16a denotes a fuel on / off valve guided to the gas generator 14, And 17a is a gas discharge pipe for discharging the gas that has passed through the turbine 17 to the outside.

Furthermore, it is very important to generate accurate thrust in these turbo-pump engines. However, due to manufacturing errors and design errors of actual components, the thrust error is generated differently from the design intention. In particular, unlike the other components, the turbine 17, the oxidant pump 18, and the fuel pump 19 are rotating bodies and have a complicated shape, so that the error rate is inevitably larger. Therefore, it is very important to generate a constant thrust force by correcting this thrust error.

There are usually two correction methods for obtaining a constant thrust force.

First, as shown in Fig. 1, the first correction method includes a first orifice 21 installed in the auxiliary oxidizer line 15, a second orifice 22 installed in the main oxidizer line 12, A third orifice 23 provided in the line 16 and a fourth orifice 24 provided in the main fuel line 13 are used. In the first correction method, the first, second, third, and fourth orifices 21, 22, 23, 24 (24), 24 ) And tuning it. However, this first correction method suffers from many trial and error, which shortens the life of the turbo pump engine.

2, the second and fourth orifices 22 and 24 used in the first correction method described above are provided as they are, and instead of the first orifice 21 described above, A first control valve 31 controlled by a motor drive or a pneumatic drive is installed and a second control valve 32 which is automatically controlled by a mechanical mixing ratio is installed instead of the third orifice 23 described above . This second correction method is a method of adjusting the desired thrust by performing the real-time feedback control with the second control valve 32 and the pressure of the main combustor 11, so that the orifice can be tuned in one combustion test procedure without changing the orifice unnecessarily. There is an advantage to be able to do. However, since the second and fourth orifices 22 and 24 provided in the main oxidizer line 12 and the main fuel line 13 are fixed, the manufacturing error of the oxidant pump 18 and the fuel pump 19 There is a disadvantage in that it can not cope with it. In such a case, the mixing ratio of the oxidizer and the fuel actually consumed is different from the designed value, so that the amount of the actual propellant (the oxidizer or fuel mounted on the rocket) is different from the design value. This problem can lead to very large performance errors in rockets where actual weight prediction and propellant tank shape determination are the most important design factors. Also, the second control valve 32 is used to perform a correction process in the combustion process. The actual combustion time is set to 150 seconds or less in a very short time, and the feedback control using the combustion pressure is performed in this short time The calibration process becomes very complicated.

The technical problem of the present invention is to reduce the number of combustion tests used to correct pressure by simplifying the pressure correction of the engine to reduce the thrust error, the pressure of the turbopump engine for the rocket which can minimize the life reduction of the turbopump engine It is to provide a correction method and a pressure correction device for performing the same.

In order to achieve the above object, the pressure correction method of a rocket turbopump engine according to an embodiment of the present invention, the main oxidant line to guide the oxidant to the main combustion, the main fuel line to guide the fuel to the main combustion, a part of the oxidant A pressure correction method of a rocket turbopump engine for correcting pressure while varying an opening amount with respect to an auxiliary oxidant line for guiding a gas generator to a gas generator and an auxiliary fuel line for guiding a part of fuel to a gas generator, wherein the opening amount is varied. Driving an engine; Fixing the opening amount to the auxiliary fuel line if the pressure of the auxiliary fuel line is in a first set pressure section for a time limit; Fixing the opening amount to the auxiliary oxidant line if the pressure of the auxiliary oxidant line is in the second set pressure section for a time limit; Fixing the opening amount to the main fuel line if the pressure of the main fuel line is in a third set pressure section for a time limit; Fixing the opening amount to the main oxidant line if the pressure of the main oxidant line is in a fourth set pressure section for a time limit; And stopping the engine when the opening amount for each line is fixed.

In the driving of the engine, the variable amount of the opening amount may be stopped during the first set time in which the engine is driven.

The first set time may be a time taken for the abrupt pressure generation period generated at the initial start of the engine to end.

Between the step of driving the engine and stopping the engine, fixing the opening amount to the auxiliary fuel line, fixing the opening amount to the auxiliary oxidant line, and The opening amount may be fixed, and the opening amount may be fixed to the main oxidant line.

If the pressure of any one of the lines is not in the set pressure section corresponding to any one during the time limit may be performed to stop the engine.

In the pressure correction method of the rocket turbopump engine according to the embodiment of the present invention described above, the engine is stopped when the pressure of any one of the lines is not in the set pressure section corresponding to the one during the time limit. The method may further include driving an engine stop sequence for stopping the engine before performing the step of doing so.

In the pressure correction method of the rocket turbopump engine according to the embodiment of the present invention described above, if the pressure of any one of the lines is not in the set pressure section corresponding to the one during the time limit, the engine stop sequence The method may further include informing a user before performing the driving of the controller.

In the above-described pressure correction method of a rocket turbopump engine according to an exemplary embodiment of the present invention, when the opening amount of each line is fixed, the engine is driven for a second preset time before the step of stopping the engine is performed. It may further comprise the step of maintaining.

The second set time may be a time taken to confirm the correction result while watching the pressure change.

In the above-described pressure correction method of a rocket turbopump engine according to an exemplary embodiment of the present invention, a step of emergencyly stopping the engine when an error occurs between driving the engine and stopping the engine is performed. It may further include.

On the other hand, the pressure correction device for a rocket turbopump engine according to an embodiment of the present invention, the correction is provided in each line to correct the pressure of each line while varying the opening amount for each line according to the rear end hydraulic pressure Valve unit; A fixed unit provided in the correction valve unit to fix the opening amount when correction of the pressure of each line is completed; A pressure detector for detecting pressure in each line; And a control unit operated by a program set to correct the pressure of the engine while driving the fixed unit according to the detection signal of the pressure detector, wherein the set program is a rocket according to the embodiment of the present invention described above. It includes a series of instructions for performing the pressure correction method of the turbopump engine.

As described above, the pressure correction method of the rocket turbopump engine and the pressure correction device for performing the same according to an embodiment of the present invention may have the following effects.

According to an embodiment of the present invention, since the pressure correction is performed at each determination for each line while the engine is stopped after driving, that is, during the combustion test once, the pressure correction of the engine to reduce the thrust error This simplification can reduce the number of combustion tests used to correct pressure to one. Ultimately, the lifetime reduction of the turbo-pump engine can be minimized.

1 is a schematic view of a conventional turbo pump engine for a rocket equipped with a pressure compensating device for a turbo pump engine for a rocket.
2 is a schematic view of a conventional turbo pump engine for a rocket equipped with a pressure compensating device for a turbo pump engine for a rocket.
3 is a schematic view of a turbo pump engine for a rocket equipped with a pressure compensating device for a turbo pump engine for a rocket according to the present invention.
4 is a cross-sectional view schematically showing an apparatus for correcting a pressure of a turbo pump engine for a rocket according to the present invention.
5 is a cross-sectional view taken along the line "VV" in Fig.
FIG. 6 is a perspective view of the piston of FIG. 4;
7 is an enlarged view of the "A" part of FIG.
FIG. 8 is a view showing a state in which the correction valve unit of FIG. 4 is operated.
Fig. 9 is a view showing a state in which the closing rod of Fig. 7 is oscillated by the igniter.
10 is a view showing a state where the first and second closing flanges are fastened to the separated portion of the connecting pipe.
FIG. 11 is a block diagram illustrating a pressure detector, a control unit, and a fixed unit of a pressure compensating apparatus for a rocket turbopump engine according to an exemplary embodiment of the present invention.
12 is a flowchart illustrating a pressure correction method of a rocket turbopump engine according to an exemplary embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

3 is a schematic view of a turbo-pump engine for a rocket equipped with a pressure compensating device for a turbo-pump engine for a rocket according to the present invention. FIG. 4 is a cross- to be. In addition, the same reference numerals are given to the same constituent elements as those of the above-described prior art.

Pressure correction apparatus 100 of the rocket turbopump engine according to an embodiment of the present invention, as shown in Figure 3 and 4, the main oxidant line 12, the main fuel line 13, the auxiliary oxidant line (15) and the pressure correction device of the rocket turbopump engine, each of which is provided in the auxiliary fuel line (16) to correct the pressure, includes a correction valve unit (110), a fixed unit (160), and a pressure detector (210). And a control unit 220.

The main oxidizer line 12 guides the oxidant to the main combustor 11 and the main fuel line 13 guides the fuel to the main combustor 11. [ The main oxidizer line 12, the main fuel line 13, and the main combustor 11 described above are the same as those of the conventional art, and a detailed description thereof will be omitted.

The auxiliary oxidant line 15 directs a portion of the oxidant to the gas generator 14 and the auxiliary fuel line 16 directs a portion of the fuel to the gas generator 14. The auxiliary oxidizer line 15, the auxiliary fuel line 16, and the gas generator 14 mentioned above are the same as those of the conventional art, and thus a detailed description thereof will be omitted.

The correction valve unit 110 is provided in each line and changes the opening amount of each line 12, 13, 15, 16 with respect to each line 12, 13, 15, . For reference, the rear end oil pressure means the rear end portion of the correction valve unit 110 based on the direction of the propellant (oxidizing agent or fuel) flowing along each of the lines 12, 13, 15 and 16. 4 and 5, the above-described correction valve unit 110 will be described in more detail.

5 is a cross-sectional view taken along the line "V-V" in Fig.

4 and 5, the correction valve unit 110 includes a valve housing 120, a fixed valve body 130, a moving valve body 140, and a driving unit 150 .

The valve housing 120 is provided so as to communicate with each line. For example, the valve housing 120 may be connected to each line in a flanged manner.

The fixed valve body (130) is fixed in the valve housing (120). For example, the fixed valve body 130 may be fixed to the valve housing 120 by a fixing bracket 131.

The moving valve body 140 is provided so as to be movable left and right with respect to the fixed valve body 130. For example, the moving valve body 140 can be slidably coupled to the outer surface of the fixed valve body 130 with its inner surface.

The driving unit 150 moves the moving valve body 140 left and right according to the rear end oil pressure. For example, as shown in FIG. 4, the driving unit 150 may include a working fluid inlet 151 and a hydraulic pressure interlocking unit 152. Hereinafter, with reference to Figs. 4 and 6, the working fluid inlet portion 151 and the hydraulic pressure interlocking portion 152 will be described in more detail.

FIG. 6 is a perspective view of the piston of FIG. 4;

The working fluid inlet / outlet part 151 is in the form of a space sealed between the fixed valve body 130 and the moving valve body 140, and the working fluid 153 is introduced into /

The hydraulic interlocking portion 152 communicates with the working fluid inlet / outlet portion 151 to discharge the working fluid 153 into the working fluid inlet / outlet 151 or the working fluid inlet / outlet 151 according to the rear end oil pressure. Specifically, the hydraulic interlocking portion 152 includes a cylinder 152a having one end connected to the working fluid outlet 151 and the other end connected to the rear end line of the valve housing 120, And a piston 152b which is movably provided in the piston 152a and pushes or pulls the working fluid 153. [

Accordingly, when the rear end oil pressure rises, the piston 152b moves to the left with reference to FIG. 4 by the rear end oil pressure, and pushes the working fluid 153 in the cylinder 152a to the working fluid inlet / The pushed working fluid 153 flows into the working fluid outlet 151 and moves the moving valve body 140 in the direction opposite to the flow direction of the propellant (left direction with reference to Fig. 4) Or 16).

On the other hand, when the rear end oil pressure is lowered, the piston 152b is moved to the right with reference to FIG. 4 by the rear end oil pressure, pulling the working fluid 153 in the working fluid inlet 151, 153 are moved from the operating fluid inlet 151 to the moving valve body 140 in the flow direction of the propellant (rightward in FIG. 4) .

In other words, the pressure is corrected by moving the moving valve body 140 mechanically, not electronically, according to the rear end oil pressure.

Further, as shown in Fig. 4, the above-described hydraulic pressure interlocking portion 152 may further include a transition section swing reducing portion 152c.

The transition section fluctuation reducing section 152c minimizes the movement of the piston 152b while the rear end pressure is being changed. For reference, the section in which the rear end pressure changes is an abrupt pressure generation period generated at the start of the engine.

For example, as shown in Fig. 4, the transition section swing reducing section 152c includes an elastic member 152d provided between the cylinder 152a and the piston 152b, and a resilient member 152d that adjusts the elastic force of the elastic member 152d And an adjustment knob 152e. For example, by adjusting the adjustment knob 152e such that the piston 152b moves at about 90% or more relative to the design pressure of each line 12,13,15,16, the elastic force of the elastic member 152d can be adjusted have.

Therefore, since the oscillation of the piston 152b with respect to the pressure generated in the transition section is minimized by the elastic force of the elastic member 152d, the life of the pressure compensating apparatus 100 of the turbo pump engine for a rocket according to the embodiment of the present invention And durability can be improved.

Hereinafter, the fixing unit 160 will be described in detail with reference to Figs. 4 and 7. Fig.

7 is an enlarged view of the "A" part of FIG.

The fixed unit 160 is provided in the correction valve unit 110 to fix the opening amount when the pressure of each line 12, 13, 15, 16 is corrected.

Specifically, the fixed unit 160 includes a connection pipe 170 provided between the working fluid inlet 151 and the cylinder 152a, and a connection pipe 170, which is connected to the respective lines 12, 13, 15, 16) is completed, stopping the movement of the working fluid 153 by stopping the connection pipe 170. In this case,

In one example, the blocking unit 180 may be a pyro valve. More specifically, the blocking portion 180 is provided in the connection pipe 170 so that the flow path closing rod 181 of the connection pipe 170 and the flow path closing rod 181 of the flow path closing rod 181 And an igniter 182 provided at the rear end to oscillate the flow path closing rod 181.

When the connection pipe 170 is closed by the flow path closing rod 181, the cylinder 152a is separated from the connection pipe 170 and the first closing flange 191 is fastened to the separated portion of the connection pipe 170 (See FIG. 10).

When the connecting pipe 170 is closed by the flow path closing rod 181, the igniter 182 is separated from the connecting pipe 170 and the second closing flange 192 is attached to the separated portion of the connecting pipe 170 (See Fig. 10).

4 and 7 to 10, the operation of the correction valve unit 110 and the fixing unit 160 of the pressure correction device 100 of the rocket turbopump engine according to an embodiment of the present invention will be described. do.

Fig. 8 is a view showing a state in which the correction valve unit of Fig. 4 is operated, Fig. 9 is a view showing a state where the closing rod of Fig. 7 is oscillated by the igniter, And the second finishing flange are engaged with each other.

4, when the rear end oil pressure becomes high, the piston 152b moves to the left with reference to FIG. 4 by the rear end oil pressure, and the working fluid 153 in the cylinder 152a is discharged to the working fluid inlet / 8, the pushed working fluid 153 flows into the working fluid inlet / outlet 151 as shown in FIG. 8, and the moving valve body 140 is moved in the direction opposite to the flow direction of the propellant 13, 15, or 16) while reducing the amount of opening for the lines 12, 13, 15,

8, when the rear end oil pressure is lowered, the piston 152b is moved to the right with reference to FIG. 8 by the rear end oil pressure, pulling the working fluid 153 in the working fluid inlet / outlet 151 , The pulled working fluid 153 is moved from the flow direction of the propellant (rightward in FIG. 4) to the moving valve body 140 while being discharged from the working fluid inlet / outlet 151 as shown in FIG. 4 The amount of opening to the lines 12, 13, 15, or 16 is increased.

When the pressure correction for the engine is completed in this way, the igniter 182 is driven to oscillate the flow path closing rod 181, as shown in Fig. 9, (181). Therefore, no further change in opening amount is made, and the rear end oil pressure of each line is kept almost constant.

Hereinafter, the pressure detector 210 described above will be described with reference to FIG. 11.

FIG. 11 is a block diagram illustrating a pressure detector, a control unit, and a fixed unit of a pressure compensating apparatus for a rocket turbopump engine according to an exemplary embodiment of the present invention.

The pressure detector 210 detects the pressure in each of the lines 12, 13, 15, and 16 and sends a detection signal to the control unit 220. Accordingly, the control unit 220 drives the ignition unit 182 of the fixed unit 160 according to the detection signal of the pressure detector 210.

On the other hand, the above-described control unit 220 may be implemented with one or more microprocessors operating by the set program, the set program is a pressure correction method of a rocket turbopump engine according to an embodiment of the present invention to be described later It may be included to include a series of instructions for performing each step included.

Hereinafter, a pressure correction method of a rocket turbopump engine according to an exemplary embodiment of the present invention will be described in detail with reference to FIG. 12.

12 is a flowchart illustrating a pressure correction method of a rocket turbopump engine according to an exemplary embodiment of the present invention.

First, the control unit 220 drives the engine so that the opening amount of the correction valve unit 110 provided in each of the lines 12, 13, 15, and 16 is variable (S110). At this time, after the engine is driven, the variable amount of the opening amount of the correction valve unit 110 may be stopped for the first set time (S111). Here, the first set time may be a time taken for the abrupt pressure generation period generated at the start of the engine to end, may be set through the control unit 220 described above, or the transition of the correction valve unit 110 described above. It may be set to a time at which the driving is mechanically stopped through the section shake reduction unit 152c.

Thereafter, when the pressure of the auxiliary fuel line 16 detected by the pressure detector 210 is in the first set pressure section for a limited time (S120), the control unit 220 sends a control signal to the fixed unit 160. The opening amount of the auxiliary fuel line 16 is fixed using the fixing unit 160 (S121). Here, the time limit may be set within a few seconds when considering that the combustion time is within 150 seconds. In addition, the first set pressure section is a pressure in a section in which the pressure is maintained without fluctuations for a few seconds in the auxiliary fuel line 16, and may be a section in which pressure equilibrium is achieved.

Thereafter, when the pressure of the auxiliary oxidant line 15 detected by the pressure detector 210 is in the second set pressure section for a limited time (S130), the control unit 220 sends a control signal to the fixed unit 160. The opening amount of the auxiliary oxidant line 15 is fixed by using the fixing unit 160 (S131). Here, the time limit may be set equal to the time limit described above. In addition, the second set pressure section is a pressure in a section in which the pressure is maintained without large fluctuations for several seconds in the auxiliary oxidant line 15, and may be a section in which pressure equilibrium is achieved.

Thereafter, when the pressure of the main fuel line 13 detected by the pressure detector 210 is in the third set pressure section for a limited time (S140), the control unit 220 sends a control signal to the fixed unit 160. The opening amount of the main fuel line 13 is fixed by using the fixing unit 160 (S141). Here, the time limit may be set equal to the time limit described above. In addition, the third set pressure section is a pressure in a section in which the pressure is maintained without fluctuations for a few seconds in the main fuel line 13, and may be a section in which pressure equilibrium is achieved.

Thereafter, when the pressure of the main oxidant line 12 detected by the pressure detector 210 is in the fourth set pressure section for a limited time (S150), the control unit 220 sends a control signal to the fixed unit 160. The opening amount of the main oxidant line 12 is fixed using the fixing unit 160 (S151). Here, the time limit may be set equal to the time limit described above. In addition, the fourth set pressure section is a pressure in a section in which the pressure is maintained without fluctuations for a few seconds in the main oxidant line 12, and may be a section in which pressure equilibrium is achieved.

Then, when the opening amount for each of the above-described lines 12, 13, 15, and 16 is fixed, the control unit 220 sends a control signal to stop the engine.

Especially. Fix the opening amount to the auxiliary fuel line 16, fix the opening amount to the auxiliary oxidant line 15, fix the opening amount to the main fuel line 13, and to the main oxidant line 12 The reason for proceeding in the order of fixing the opening amount is to move from relatively small to large.

On the other hand, if the pressure of any one of the pressure of each of the lines 12, 13, 15, 16 detected by the pressure detector 210 is not in the set pressure section corresponding to any one line for a limited time (S120, S130 , S140 and S150, the control unit 220 sends a control signal to the engine to stop the engine (S191).

In addition, if the pressure of any one of the pressures of the lines 12, 13, 15, and 16 detected by the pressure detector 210 is not in the set pressure section corresponding to any one of the lines for a limited time (S120, S130, S140, and S150, and the control unit 220 drives an engine stop sequence for stopping the engine before performing the process of stopping the engine (S191) (S190). Therefore, since the engine is stopped slowly, the impact on the engine can be minimized.

In addition, if the pressure of any one of the pressures of the lines 12, 13, 15, and 16 detected by the pressure detector 210 is not in the set pressure section corresponding to any one of the lines for a limited time (S120, S130, S140, and S150, and the control unit 220 transmits a control signal to a notification unit (not shown) such as a lamp and an alarm, and notifies the user before performing the process of driving the engine stop sequence (S190) (S170). Thus, the user can be ready to finish the combustion test and find out the cause of the failure of the pressure correction.

In addition, when the opening amounts for each of the lines 12, 13, 15, and 16 are all fixed (S121, S131, S141, and S151), the control unit 220 stops the engine (S191), in particular, the engine stop sequence. The control signal is sent to the engine before the process (S190) of driving the engine maintains the driving of the engine for the second set time (S160). Here, the second set time may be a time taken to check the correction result while watching the pressure change. Therefore, the user can sufficiently confirm the correction result during the second setting time.

In addition, while an engine is stopped after being driven, when an error is detected in the engine or the pressure compensating device, the engine may be emergencyly stopped by the control unit or the user (S180). Furthermore, in order to reduce the impact of the engine after the emergency stop, the control unit 220 may drive the aforementioned engine stop sequence (S190).

As described above, the pressure correction method of the rocket turbopump engine according to an embodiment of the present invention and the pressure correction device 100 performing the same may have the following effects.

According to one embodiment of the present invention, since the pressure correction is performed at a single determination for each of the lines 12, 13, 15, and 16 while the engine is stopped and then stopped, that is, during the combustion test once. In addition, the pressure correction of the engine to reduce the thrust error can be simplified, reducing the number of combustion tests used to correct the pressure to one. Ultimately, the lifetime reduction of the turbo-pump engine can be minimized.

Although the preferred embodiments of the present invention have been described in detail above, the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concepts of the present invention defined in the following claims are also provided. It belongs to the scope of rights.

11: main combustor 12: main oxidizer line
13: main fuel line 14: gas generator
15: auxiliary oxidizing agent line 16: auxiliary fuel line
100: Pressure compensating device 110: Correction valve unit
120: valve housing 130: fixed valve body
140: moving valve body 150:
151: Working fluid inlet / outlet 152: Hydraulic interlocking part
152a: cylinder 152b: piston
152c: transition section fluctuation reducing section 152d: elastic member
152e: Adjusting knob 160: Fixing unit
170: connector 180:
181: Euro closure rod 182:
191: first closing flange 192: second closing flange
210: pressure detector 220: control unit

Claims (11)

For the main oxidant line that leads the oxidant to the main combustor, the main fuel line that directs the fuel to the main combustor, the auxiliary oxidant line that directs some of the oxidant to the gas generator, and the auxiliary fuel line that directs some of the fuel to the gas generator In the pressure correction method of a rocket turbopump engine that corrects the pressure while varying the quantity,
Driving the engine so that the opening amount is variable;
Fixing the opening amount to the auxiliary fuel line if the pressure of the auxiliary fuel line is in a first set pressure section for a time limit;
Fixing the opening amount to the auxiliary oxidant line if the pressure of the auxiliary oxidant line is in the second set pressure section for a time limit;
Fixing the opening amount to the main fuel line if the pressure of the main fuel line is in a third set pressure section for a time limit;
Fixing the opening amount to the main oxidant line if the pressure of the main oxidant line is in a fourth set pressure section for a time limit; And
Stopping the engine when the opening amount for each line is fixed
Pressure correction method for a rocket turbopump engine comprising a. In claim 1,
In the step of driving the engine,
And a pressure correction method for the rocket turbopump engine for stopping the variable of the opening amount for a first set time after the engine is driven. 3. The method of claim 2,
The first set time is a time taken for the sudden pressure generation period generated during the initial start of the engine is a pressure correction method for a rocket turbopump engine. In claim 1,
Between driving the engine and stopping the engine,
Fixing the opening amount for the auxiliary fuel line, fixing the opening amount for the auxiliary oxidant line, fixing the opening amount for the main fuel line, and opening the opening for the main oxidant line Pressure correction method for a rocket turbopump engine in the order of fixing the quantity. In claim 1,
And stopping the engine if the pressure of any one of the lines is not in the set pressure section corresponding to the one during the time limit. The method of claim 5,
Driving the engine stop sequence to stop the engine before performing the step of stopping the engine if the pressure of any one of the lines is not in the set pressure section corresponding to the one during the time limit. Pressure correction method for a rocket turbopump engine further comprising. The method of claim 6,
If the pressure in any one of the lines is not in the set pressure section corresponding to the one during the time limit, further comprising informing the user before performing the step of driving the engine stop sequence. How to calibrate the pressure in the engine. In claim 1,
If all the opening amount for each of the lines is fixed, the pressure correction method of the rocket turbopump engine further comprising the step of maintaining the drive of the engine for a second set time before performing the step of stopping the engine. In paragraph 2
The second preset time is a time taken to check the correction result while watching the pressure change, the pressure correction method of the rocket turbopump engine. In claim 1,
And between the step of driving the engine and the step of stopping the engine, stopping the engine in an emergency if an error occurs. An apparatus for performing a pressure correction method of the turbopump engine according to any one of claims 1 to 10,
A correction valve unit provided in each of the lines to correct the pressure in each of the lines while varying the amount of opening for each of the lines according to the rear end hydraulic pressure;
A fixed unit provided in the correction valve unit to fix the opening amount when correction of the pressure of each line is completed;
A pressure detector for detecting pressure in each line; And
A control unit operated by a program set to correct the pressure of the engine while driving the fixed unit according to the detection signal of the pressure detector
Pressure correction device for a rocket turbo pump engine comprising a.

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