Documente Academic
Documente Profesional
Documente Cultură
JAXA has been conducting technology demonstration of the next generation booster
engine called LE-X. The LE-X engine is a new cryogenic booster engine which has higher
thrust, higher reliability and lower cost compared to the existing engines, and will be applied
to the Japans next primary launch system. Its engine system adopts the expander-bleedcycle run on the LH2/LOX. The LE-X turbopumps, which are key components in the engine,
have technical issues of developing rotordynamics with huge turbine, high turbine efficiency,
high reliable rotor system and low-cost manufacturing technique. In order to clear the issues
and to avoid the risks at preliminary design phase, several component tests and analysis
were conducted aiming to validate the preliminary design. It appears that preliminary
design of the LE-X components is successfully conducted. Feasibility of the components
designs and the manufacturing process will also be confirmed in the preliminary design
phase. Based on these studies, we will continue the turbopumps design of the prototype LEX engine.
I. Introduction
apan Aerospace Exploration Agency(JAXA) has been conducting technology demonstration of the Japans next
generation booster engine called LE-X. 1-4 The LE-X engine is a new cryogenic booster engine which is capable
of making a higher thrust, higher reliability and lower cost compared to the existing engines, and will be applied to
the Japans next primary launch system. This engine driven by LH2/LOX adopts the expander-bleed-cycle as an
engine cycle system.
It is generally difficult to apply the expander-bleed-cycle to a booster engine because such engine requires
turbopumps to have high turbopump efficiency and large shaft power. In order to achieve the high turbopump
efficiency, the LE-X turbopumps have huge turbine. Therefore as compared with Japanese traditional rocket engine
turbopumps, the LE-X turbopumps have to overcome technical issues of rotordynamics with huge turbine, high
turbine efficiency, high reliable rotor system and low-cost manufacturing technique. The preliminary design of the
LE-X engine system was performed in the past several years. In order to attain an optimal balance among required
performance, high reliability and low cost, the LE-X turbopumps are being studied using advanced simulation
technologies. At first, we listed technical issues, supposed failure modes and risks of turbopump system, pump,
turbine, bearing and seal for each turbopumps. In order to clear the issues and avoid the risks at preliminary design
phase, several component tests and analysis were conducted to validate the preliminary design. This paper reports
our progress of a preliminary design and analysis for the LE-X turbopump.
Copyright 2011 by the American Institute of Aeronautics and Astronautics, Inc. All rights reserved.
LH2
LOX
MIX
OTP
MCC
Unit
FTP
OTP
kg/s
49.7
293.3
MFV
MOV
TCV
NE
kg/s
7.9
6.8
MPa
17.6
19.2
9.3
1.4
Pump efficiency
0.75
0.75
Turbine efficiency
0.5
0.7
Power
kW
16148
6277
A. Rotor system
High turbine efficiency and large shaft power of turbopumps are required
Figure 2. Three-dimensional
with low-enthalpy turbine driving fluid. Therefore, one of the characteristic
model of the LE-X FTP.
aspects of the FTP rotor system is its huge turbine pitch circle diameter. Since
such a rotor system causes a large overhang, a large amplitude shaft vibration is
induced without an appropriate damping or an adequate shaft stiffness. In addition, in general, the rocket
turbopumps are forced to be operated at high speed conditions for smaller and lighter body. This leads us to spend
much time and energy trying to reduce the rotor vibration in the presence of unsteady hydrodynamic forces in the
rotating impeller and inducer, and destabilizing forces of the seals and Thomas forces of turbines. Higher bearing
stiffness causes lower damping. However, lower bearing stiffness causes lower margin for avoiding critical speed.
Since the FTP is designed to be operated at higher speed than the first critical speed, the shaft diameter, shaft length
and bearing of the FTP is designed in order to attain an optimal balance among internal damping, overhang, bearing
stiffness and critical speed.
B. Inducer
A two-stage inducer is adopted to achieve high pump efficiency, high pump-head and short-length disk-shaft for
the FTP. Hydrodynamic characteristics, cavitation instability and rotor dynamics of the two-stage inducer are
evaluated by using computational fluid dynamics (CFD) analyses. Based on the results, the number of rotor blade
was decided for each stage. In addition, the design parameters which affect the inducer performance and instability
were extracted. To determine the optimum inducer design, each design parameters were allocated to the orthogonal
array. A relationship between the evaluation functions and the control parameters are visualized by the factor effect
2
American Institute of Aeronautics and Astronautics
diagram. Using the factor effect analysis, response surface of each evaluation function is calculated. Based on the
calculated results, the optimum inducer design was determined. In addition, experimental water flow test was
separately performed to investigate the performance of the inducer. Pump-head and suction performance are in
agreement with the analysis results.
Presently, JAXA is conducting benchmark activities with CNES in France to mutually improve cryogenic
inducer design/evaluation technologies. After designing and fabricating each inducer, the benchmark tests were
performed at each test facility. The tests were performed with water and liquid nitrogen (LN2) by JAXA, and with
water and Freon by CNES. Figure 3 shows a photograph of water tunnel test of JAXA inducer. Suction performance,
cavitation performance, cavitaion instability and thermodynamic effect were evaluated in these tests. In the
performance evaluation, comparison of CFD results with test results of both JAXA inducer and CNES inducer
indicated good agreement. Furthermore, the performance of the designed inducer met the requirements of LE-X
reference characteristics.
In the cavitation performance, significant difference in the head break point between CFD and experimental
comparison with LN2 water and Freon case is seen in Figure 5. In addition, there are significant differences in the
head break point among each flow rate as seen in Figure 6. When the flow rate at the inducer decreases, the
differences in the head break point widen toward lower cavitation number. That is because of the well-known
thermo-dynamic effects. In the cavitation instability, AC (Attached Cavitation) and RC (Rotating Cavitation) is
observed in some tests of both of JAXA inducer and CNES inducer. Figure 4 displays the trial result of unsteady
CFD performed to estimate cavity shape. JAXA and CNES exchanged both experimental test and CFD results each
other to improve each analyzing technique.
comparison
1.20
1.00
0.60
CFD J3 LN2@9000rpm without step casing
0.40
0.20
0.00
Cavitation Parameter
CP
C. Impeller
As mentioned before, because the LE-X engine adopts expander-bleed-cycle, its pump discharging pressure is
not so high as that of the staged combustion cycle. Figure 7 shows pump-head and efficiency of LE-X compared
with LE-7A that adopts staged combustion cycle. It is possible to achieve the reference characteristics of pump-head
of the LE-X with a two-stage inducer and a single-stage impeller. A single-stage impeller is adopted to achieve high
pump efficiency and short-length disk-shaft. In order to realize the robust throttling operation, the shaft length is an
3
American Institute of Aeronautics and Astronautics
important parameter for avoiding the critical speeds. The simple configuration of single-stage impeller allows a
working operation of the rotor under the second critical rotor speed, and also contributes to accomplish the cost
reduction and high reliability.
We consider the adoption of open impeller to single-stage impeller of FTP to reduce the cost. To confirm the
feasibility of open impeller design, an experimental open impeller was designed based on the closed impeller of LE7A FTP. Hydrodynamic characteristics and structural strength of the open impeller are evaluated by combining CFD
and finite element method (FEM). The FEM result presented in Figure 8 shows the high stress at the center of the
impeller and the base of the blade. In order to validate the FEM result, the rotational speed of impeller will be
increased to the point of burst in the impeller spin test which is planed to be carried out this year. Then, the optimum
design is determined by a method that each design parameters were allocated to the orthogonal array and using the
factor effect analysis and response surface similar to that for the inducer. Based on the results, experimental water
flow test was performed to investigate the validity of the design approach for the open impeller. The threedimensional model of the FTP impeller is shown in Figure 9.
The optimum design of the diffuser and swirl breaker were also determined by similar method for the inducer. In
the design process of the swirl breaker, a CFD analysis was performed to estimate the pressure distribution and the
swirl speed ratio. An example of the CFD result is shown in Figure 10. As seen in Figure 10, the flowfield is
complicated in the swirl breaker. Based on these CFD results, the relationship between the evaluation functions and
the control parameters are visualized by factor effect diagram. It was confirmed by these CFD results that the groove
of the swirl breaker made pressure variation. Therefore, the number of grooves were designed properly to avoid the
natural frequency of the impeller.
Volute and guide vane were designed to meet the optimum design of impeller and inducer. Figure 11 shows a
CFD result of the volute to estimate pressure distribution in the volute. This confirms that separated flow causes the
flow velocity bias was seen in the initial design. The velocity causes efficiency loss. Then the design of impeller was
modified. Thus, the impeller design was improved and the flow velocity bias was reduced in the CFD result.
Experimental water flow test with inducer are planned to validate the preliminary pump design.
Figure 7. Pump
head
and
efficiency of LE-X and LE-7A.
Figure 9. Prototype of FTP impeller.
D. Turbine
The FTP is recognized as a potentially high risk component because the turbine efficiency is one of the main
drivers of engine system performance. Therefore, it is important to estimate turbine efficiency precisely. In addition,
the expander bleed cycle needs high-pressure ratio turbine for FTP due to its configuration. 2stage impulse turbine is
adopted for FTP. The performance and structural strength of the stator vane and rotor vane of supersonic turbine
were estimated by CFD / FEM. Then, the optimum design was determined by using the orthogonal array similar to
inducer.
As other design approach, we use genetic algorithm and unsteady CFD to achieve efficiency optimum. Figure 12
shows an example of unsteady CFD result. It was confirmed that the efficiency target can be achieved in each
analysis. However, reflection of shock wave at 1st stator and separated flow at 2nd stator were confirmed in these
analysis. To prevent these issues, minor change was conducted at these blades design. Figure 13 shows the CFD
result of the modified design. In order to verify the CFD analysis, turbine rig test is underway conducted. In the test,
turbine efficiency is confirmed.
In addition, turbine manifold was designed to meet the optimum design of turbine. Figure 14 shows CFD result
of pressure distribution in the turbine manifold.
result
of
result
of
FTP
the
terms of performance, cost and development risk for the FTP shaft seal. As the result of the trade-off, mechanical
seal type was selected. However, each part has its own technical challenges. Because of the thick shaft, contact area
of the seal is large. High rotating speed and differential pressure are unfavorable conditions for the seal. Additionally,
seal space should be as reduced as possible to reduce the overhang. The bearing and shaft seal system test will be
conducted to mitigate the considered risks within a year.
Oil-lubrication bearing
Slinger
6
American Institute of Aeronautics and Astronautics
20 rpm AVG
60 rpm AVG
120 rpm AVG
20 rpm
60 rpm
120 rpm
1,000
-3
Torque, 10 ,Nm
800
600
400
Application
Structural materials
of Turbopump
Triblogical materials
(resin, gum)
200
0
-100
-80
-60
-40
-20
0
Bearing Temperature,
No.
Materials
Application
8 SS440C
9 BEARPHITE
Triblogical
10 SNCM
materials (metal)
11 Ag
12 Sealing material
13 A286
Turbine materials
14 Ti-6Al-4V
15 Ti-17
20
V. Conclusion
At the present stage, it appears that the preliminary design of the LE-X components is successfully conducted.
As a next step, the feasibility of the components designs and the manufacturing process will be examined. Based on
these studies, we will continue to design the turbopumps for the prototype LE-X engine.
Acknowledgments
The authors wish to acknowledge member of the inducer cooperation between CNES and JAXA, including
Mr.B.Pouffary and Mr.M.Illig.
References
Papers
1
Uchiumi, H., Kojima, M., Okita, K. and Mizuno, T.: A preliminary design study of rotor system for LE-X turbopump,
AJCPP2010-069.
2
Kojima, M., Sunakawa, H., Kurosu, A., Uchiumi, M., Okita, K., Ogawara, A., Onga, T., Preliminary Design and Analysis
for the LE-X Engine Components, AIAA2009-5485.
3
Kurosu, A., Sunakawa, H., Yamanishi, N., Okita, K., Ogawara, A. and Onga, T., LE-X Japanese Next Liquid Booster
Engine, AIAA2008-4665.
4
Kurosu, A., Sunakawa, H., Kojima, M., Yamanishi, N., Noda, K., Ogawara, A., Tamura, T., Mizuno, T. and Kobayashi, S.,
Progress on the LE-X Cryogenic Booster Engine, 4th EUCASS.
7
American Institute of Aeronautics and Astronautics