ADVANCED IGNITION SYSTEMS

FINAL REPORT

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ADVANCED IGNITION SYSTEMS

FINAL REPORT

Contract NAS8- 25126

P R E P A R I D BY
Rocketdyne Engineering
Canoga Park, California

A P P R O V E D BY

NO 3 F PAGES 128 & x REVISIONS DATE 30 July I971

-
DATE REV BY PAGES AFFECTED REMARKS
-
I
1 I
FORM RIB-G REV. 569
 FOREWORD

This report was prepared by Rocketdyne, a d i v i s i o n of North

American Rockrcel 1 Corporation, under Contract NAS8- 25126 and
Rocketdyne G.O. 09288.

ABSTRACT

Two i g n i t i o n system concepts were experimentally evaluated

during laboratory t e s t i n g Tor application i n hydrogenloxygen
engine system incorporating a multiple-combustor t h r u s t
chamber. Both concepts, designated t h e Resonant Flow I g n i t e r
and t h e Combustion Wave I g n i t e r , proved operationally f e a s i b l e
f o r t h e s p e c i f i c engine system application. The i g n i t i o n con-
cepts are unique and can be used t o i g n i t e any hydrogen/oxygen
combustion device. The i g n i t i c n system design requirements
a r e discussed, i g n i t i o n system configurations f o r a s p e c i f i c
application a r e described, and t h e r e s u l t s o f f e a s i b i l i t y
t e s t i n g with prototype i g n i t e r hardware a r e detailed.
 CONTENTS

Foreword . . . . . . . .
. . . . . . . . . . . . . . iii
Abstract . . . . . . . .
. . . . . . . . . . . . . . iii
Introduction and Summary . . .
. . . . . . . . . . . . . . 1
Ignitlon Systems . . . . .
. . . . . . . . . . . . . . 3
Engine System Requirements .
. . . . . . . . . . . . . . 3
ResonantFlowIgnitionDevice . . . . . . . . . . . . 3
Resonant F low System . . . . . . . . . . . . . . . . . rj

CombustionWaveIgnitionDevice . . . . . . . . . . . . . . 8
Combustion Wave System . . . . . . . . . . . . . . . . . 12
Resonant Ignition Devices . . . . . . . . . . . . . . . 17
Resonance Heating Phenomenon . . . . . . . . . . . . . . 17
Ignition and Combuskion . . . . . . . . . . . . . . . . . 22
TestProgramObjectives . . . . . . . . . . . . . . . . 23
Resonance I g n i t e r Testing . . . . .
Resonant Flow Experiments . . . . .
Conclusions . . . . . . . . .
Combustion Nave I g n i t i o n Device . . .
Combustion Wave Phenomenon . . . .
Test Program Objectives . . . . .
Combustion Wave I g n i t e r Testing . . .
Optimum Combustion Wave I g n i t i o n System
Conclusions . . . . . . . . .
References . . . . . . . . . .
Appendix A
Advanced Igriiter Energy Requirements . .
Appendix P,
Related Experience i n Resonance Ignition . . . . . . . . . . . B-1
Appendix C
I g n i t e r Test F a c i l i t y . . . . . . . . . . . . . . . . . . C-1
 I LLUSTRATIONS

No . 2 Test Bsd Assembly . . . . . . . . . . . . .

No . 2 Test Bed S t a r t Sequence . . . . . . . . . . .
No . 2 Test Bed I g n i t e r Port . . . . . . i . . . . .
Resonant Flow I g n i t e r . . . . . . . . . . . . . .
Resonant Flow Ignition System . . . . . . . . . . .
No . 2 Test Bed S t z r t Sequcnce (Resonant Igniter) . . . . .
Combustion Wave I g n i t e r Element. . . . . . . . . . .
Combustion Wave Ignition Systern . . . . . . . . . . .
Combustion Nave Ignition Systea . . . . . . . . . . .
No . 2 Test Bed S t a r t Sequence (Combustion Wave Igniter) . . .
H2/02Autoignition . . . . . . . . . . . . . . .
Resonance Heating Phenomenon . . . . . . . . . . . .
bsonance I g n i t e r Nomenclature . . . . . . . . . . .
Resonance I g n i t e r Assembly (Used During Geometry Optimization
and Combustion Characteristics Tests) . . . . . . . . .
Resonance I g n i t e r Assembly (With Uncooled Throat) . . . . .
Oxidizer Augmentation Assembly . . . . . . . . . . .
Resonance Temperature vs Gjd . . . . . . . . . . . .
Resonance ~ e n p e r a t u r evs Pressure . . . .
%ti0 . . . .
Resonance Temperature vs Tine . . . . . . . . . . .
. . . . . . . .
Resonance Temperature vs Total Pressure
Ignition Trace . . . . . . . . . . . . . . . .
c* Efficiency vs Mixture Ratio ( a t H2 Total Pressure -165 psia)
c* Efficiency vs Mixture Ratio ( a t !.i2 Total Pressure -210 psia)
c* Efficiency vs Mixture Ratio ( a t H2 Total Pressure-265 psia)
Primary Mixture Ratio vs Overall Mixture Ratio . . . . . .
Oxidizer Augmentation Ignition L i m i t s . . . . . . . . .
. . .
Resonant Flow I g n i t e r Design . . . . . . . . .
Resonant Flow Test Hardware . . . . . . . . . . . .
Resonance Tube Configurations . . . . . . . . . . .
Removed Gas Temperature vs G/d . . . . . . . . . . .
PressureRatiovsG/d . . . . . . . . . . . . . .
RemovcJ Gas Percent vs ~ / d . . . . . . . . . . . . . . 63
Removed Gas Temperature vs Percent . . . . . . . . . . . . 64
Chapman- Jouguet Ratios vs Energy Re lease . . . . . . . . . . 73
Energy Release vs Mixture Ratio . . . . . . . . . . . . . 74
Influence of I n i t i a l Conditions on Chapman-Jouguet
TemperatureRatio . . . . . . . . . . . . . . . . 76
Influence of I n i t i a l Conditions on Chapman-Jouguet
Pressure Ratio . . . . . . . . . . . . . . . . . . 77
Induction Length vs Mixture Ratio . . . . . . . . . . . . 78
Combustion Wave Element Design . . . . . . . . . . . . . . 80
Combustion Wave I g n i t e r Element . . . . . . . . . . . . . 82
Combustion Wave I g n i t e r Premixer . . . . . . . . . . . . 83
Precombustor . . . . . . . . . . . . . . . . . . . 84
Test Setup . . . . . . . . . . . . . . . . . . . . 85
Combustion Wave Map . . . . . . . . . . . . . . . . . 94
Ignition Temperature vs Time . . . . . . . . . . . . . . 95
P i l o t Ignition Map (Precombustor/Pilot Element) . 97
.
P i l o t Ignition Map (Precombustor/Precombustor) 98
Dual-Element Test Results . . . . . . . . . . . . . . . 99
Optimized Combustion Wave Ignition System . . . . . . . . . 101
Optimized Combustion Wave I g n i t e r Element . . . . . . . . . 102
.
Optimized Combustion Wave I g n i t e r Engine S t a r t Sequence 103

R-8756
viii
 TABLES

1. Resonance I g n i t e r Test Program . . . . . . . . . . . . . 32

2 . Combustion Characteristics. Nonoptimized Resonance I g n i t e r . . . . 40
3 . Combustion Characteristics. Optimized Resonance I g n i t e r . 45
4 . Oxidizer Augmentation Results . . . . . . . . . . . . 51
5 . Effect of I n i t i a l Conditions on Chapman-Jouguet Conditions . 75
6 . Combustion Wave I g n i t i o n Test Program . . . . . . . . . . . 87
7 . Combustion Wave I g n i t e r Test Results . . . . . . . . . . . 88
 INTRODUCTION ,WDSUMMARY

As a r e s u l t of t r a d e o f f s t u d i e s completed during t h e l a s t q u c r t e r of CY 1970, two

i g n i t e r concepts were s e l e c t e d f o r f u r t h e r d e t a i l e d study with t h e o b j e c t i v e o f
s e l e c t i n g an advanced i g n i t i o n system f o r t h e No. 2 t e s t bed, a mu~ticombustor
aerospike engine system. Both t h e Resonant Flow and t h e Combustion Wave I g n i t e r
concepts proved s u f f i c i e n t l y sound a n a l y t i c a l l y t o warrant experimental t e s t i n g
on t h e prototype component l e v e l . T e s t s conducted a t No. 2 t e s t bed i g n i t i o n -
s t a g e operating conditions proved t h a t both concepts a r e o p e r a t i o n a l l y f e a s i b l e
f o r t h e No. 2 t e s t bed, and t h a t e i t h e r concept has t h e development p o t e n t i a l t o
b e a simple, r e l i a b l e , lightweight, low-cost i g n i t i o n system f o r multicombustor
t h r u s t chambers.

The Resonant Flow i g n i t e r concept has been s e l e c t e d as t h e primary i g n i t i o n system

f o r t h e No. 2 t e s t bed. Although both concepts o f f e r s i m p l i c i t y and o p e r a t i o n a l r e -
l i a b i l i t y , t h e Resonant Flow concept i s favored because no e x t e r n a l energy source
i s required f o r i g n i t i o n and t h e technology advancement p o t e n t i a l is higher. The
fundamental operation of t h i s device i s based on a gas-dynamic resonance phenomenon
t h a t i s generated using p r e s s u r i z e d ambient-temperatare hydrogen and r e s u l t s i n
t h e production of a small q u a n t i t y of high-temperature hydrogen f o r a u t o i g n i t i o n
w i t h ambient-temperature oxygen. Three configurations o f resonant i g n i t e r s were
experimentally evaluated i n a t o t a l o f 193 laboratory t e s t s t o determine optimized
geometry, t o e v a l u a t e o x i d i z e r augmentation, and t o v e r i f y t h e f e a s i b i l i t y o f h o t
gas e x t r a c t i o n from a resonance tube. Based on t h e s e t e s t r e s u l t s , t h e Resonant
Flow concept was judged f e a s i b l e f o r t h e No. 2 t e s t bed i g n i t i o n system.

The Combustion Wave i g n i t e r i s t h e backup i g n i t i o n device f o r t h e No. 2 t e s t bed.

This concept operates by propagating a combustion wave through unburned, premixed,
hydrogen/oxygen gas t o i g n i t e a c o a x i a l p i l o t element a t t h e i n j e c t o r face. The
combustion wave i s i n i t i a t e d by sparking a premix chamber and manifold f i l l e d
with t h e unburned p r o p e l l a n t gases. The combustion wave i g n i t e r was l a b o r a t o r y
t e s t e d t o determine t h e f e a s i b i l i t y of propagating t h e combustion wave through
r e p r e s e n t a t i v e lengths of s t a n d a r d tubing with r i g h t - angle bends, t o v e r i f y t h e
i g n i t i o n of m u l t i p l e p i l o t elements with a s i n g l e , manifolded combustion wave, and
t o evaluate t h e i g n i t i o n l i m i t s of t h e p i l o t elements. The 106 t e s t s p e s f o r m d
during t h i s evaluation proved the concept f e a s i b l e .

A d e t a i l e d dcs c r i p t i o n of t h e sys tern con2i g u r a t i o n s , a n a l y t i c a l considerations,

t e s t hardware, and t e s t r e s u l t s f o r t h e Resonant Flow and Conbustion Have i g n i t e r s
is presented i n t h e following s e c t i o n s .
 IGNITION SYSTEMS

ENGINE SYSTEM REQUIREMENTS

The candidate i g n i t i o n systems s e l e c t e d f o r t h e No.. 2 t e s t bed (Fig. 1) must be

capable of providing a s u f f i c i e n t i g n i t i o n s c u r c e f o r 10 segmented combustors.
Although t h e No. 2 t e s t bed i s t o b e i g n i t e d a t t e s t s i t e ambient conditions, t h e
i g n i t i o n system must a l s o b e capable o f r e l i a b l e lrasuum i g n i t i o n s . No moving
p a r t s a r e permitted i n t h e i g n i t i o n device because of t h e adverse e f f e c t on re-
liability. The i g n i t i o n system must b e o p e r a t i o n a l l y independent of t h e engine
s t a r t sequence i n t h a t an i g n i t i o n source must b e e s t a b l i s h e d p r i o r t o opening
the engine system main o x i d i z e r valve and p r i o r t o turbopump spinup. Tile No. 2
t e s t bed s t a r t sequence i s presented i n Fig. 2. The i g n i t i o n devices must s u s t a i n
combustion i n engine mainstage t o maintain i n j e c t o r performance a t a high l e v e l .

I g n i t e r flowrates and energy output during t h e i g n i t i o n s t a g e must b e comparable

t o o r exceed t h e values determined f o r main p r o p e l l a n t i g n i t i o n during J-2s engine
system t e s t i n g a t AEDC (Appendix A). The i g n i t i o n system must e s t a b l i s h an i g -
n i t i o n source s u f f i c i e n t f o r main p r o p e l l a n t i g n i t i o n i n t h e 1.0-second i n t e r v a l
betweell Engine S t a r t s i g n a l and Mainstage S t a r t s i g n a l . The i g n i t i o n device must
be capable of being i n s t a l l e d i n a common i g n i t e r p o r t t h a t i s c a s t i n t o t h e ox-
i d i z e r dome o f t h 3 No. 2 t e s t bed combustors (Fig. 3 ) .

RESONANT FLOW IGNITION DEVICE

The Resonant Flow i g n i t i o n device (Fig. 4) i s a c t i v a t e d by admitting p r e s s u r i z e d

gascous hydrogen through a s o n i c nozzle i n t o a c o a x i a l l y l o c a t e d resonance tube.
The resonance phenomenon produces a small percentage of h o t (1800 t o 2000 R) hydro-
gen which flows i n t o a primary combustor through an o r i f i c e a t t h e downstream end
of t h e resonance tube. A small q u a n t i t y of t h e gaseous o x i d i z e r flow i s admitted
t o t h e primary combustion region through o r i f i c e s t o cause primary i g n i t i o n .
Secondary i g n i t i o n of t h e f u e l and o x i d i z e r flow bypassed around t h e primary com-
b u s t o r occurs i n t h e discharge tube. The h o t i g n i t e r gases e x i t through the
discharge tube t o t h e injec:.rr f a c e of the combustor and i g n i t e t h e main p r o p e l l a n t s .
 TURbOnACH lNERY

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\ EXPANS ION SURFACE

Figure 1. No. 2 Test Bed Asse~liJly

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The Resonant Flow i g n i t i o n sys tem meeting engine requirements employs 10 i g n i t i o n

devices (as shown i n Fig. 4) i n s t a l l e d through t h e common i g n i t e r p o r t s supplied
cn t h e combustors. A schematic of t h e i g n i t i o n system i s shown i n Fig. 5. The
system is comprised of a s e t of pressurized propellant tanks i s o l a t e d with i g n i t e r
propellant valves, a set of i g n i t e r bootstrap valves t o control propellant flow
from upstream of t- 3 engine system main valves, 10 resonant flow i g g i t i o n devices,
and a s e t of propellant supply manifolds. The i g n i t i o n system will be sequenced
i n t h e following manner:

1. A t Engine S t a r t s i g n a l t h e main f u e l valve and i g n i t e r propellant valves

w i l l open, admitting pressurized gaseous propellants t o t h e Resonant
Flow i g n i t i o n devices.

2. hhen i g n i t i o n has been detected, permission f o r Mainstage S t a r t s i g n a l

i s received, and t h e engine main o x i d i z e r valve i s opened t o 15 degrees.

3. A t blainstage Control s i g n a l , 2.0 seconds after engine s t a z t , t h e i g n i t e r

bootstrap valves a r e opened, and t h e i g n i t e r propellant valves a r e closed.

The d e t a i l e d &art sequence f o r t h e No. 2 t e s t bed with t h e Resonant Flow i g n i t e r

is shown i n Fig. 6.

COSBUSTION WAVE IGNITION DEVICE

The Combustion Wave i g n i t i o n element (shown i n Fig. 7) i s a set o f t r i a x i a l tubes

t h a t a r e f l u s h mounted i n t h e combustor i n j e c t o r face. The core o f t h e t r i z x i a l
element i s t h e combustion wave tube, and t h e annuli form t h e p i l o t element t h a t is
i g n i t e d by t h e passage of t h e combustion wave. The combustion wave f o r any num-
b e r of these elements i s supplied from a premix chamber equipped with an integra-
t e d spark plug and e x c i t e r u n i t , which i s being developed by Rocketdyne under
contract NAS3-14351. .
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COM6USTI ON WAVE SYSTEM

In t h e Combustion Wave system (Fig. 8) i g n i t i o n energy is s u p p l i e d from a c e n t r a l l y

located premix chamber incorporating a s i n g l e , i n t e g r a t e d spark plug and e x c i t e r
unit. A combustion wave manifold, constructed of s t a n d a r d 114-inch tubing, i s
attached t o t h e premix chamber and terminates i n 10 combustion wave/pilot elements
mounted i n t h e common i g n i t e r p o r t s on t h e t h r u s t chamber combustors. A typical
i n s t a l l a t i o n on a multisegment u n i t i s shown i n Fig. 9. Fuel is s u p p l i e d t o t h e
premix chamber and p i l o t f u e l manifold under engine tank head p r e s s u r e from t h e
f u e l turbopump discharge ducting and i s c o n t r o l l e d by a s i n g l e i g n i t e r f u e l valve.
Check valves a r e provided i n t h e premix chamber f u e l and o x i d i z e r l i n e s t o prevent
backflow t o t h e pump discharge l i n e s when t h e combustion wave i s generated i n t h e
premix chamber. Oxidizer i s supplied, under engine tank head p r e s s u r e , from t h e
o x i d i z e r pump discharge duct t o t h e premix chamber and t h e o x i d i z e r p i l o t manifold.
An o x i d i z e r p i l o t valve is provided i n t h e p i l o t supply l i n e and an i g n i t e r valve
i s i n s t a l l e d i n t h e premix chamber o x i d i z e r l i n e . The i g n i t i o n system i s sequenced
a s follows:

1. A t Engine S t a r t s i g n a l , t h e main f u e l valve, i g n i t e r f u e l valve, i g n i t e r

o x i d i z e r , v a l v e , and o x i d i z e r p i l o t valve a r e opened and t h e combustion
wave and p i l o t manifolds a r e primed with gzseous p r o p e l l a n t s .

2. Upon e x p i r a t i o n o f an i g n i t i o n delay timer, t h e spark plug is f i r e d , t h e

i g n i t e r o x i d i z e r valve i s closed, t h e combustion wave is generated, and
t h e p i l o t elements a r e i g n i t e d .

3. The combustion wave manifold continues t o be s u p p l i e d with f u e l a t pump

discharge conditions throughout t h e s t a r t t r a n s i e n t and i n mainstage.
The p i l o t p r o p e l l a n t manifolds a r e supplied with both o x i d i z e r and f u e l
during s cart and mains t a g e .
The engine s t a r t sequence f o r t h e No. 2 t e s t bed with t h e Combustion Wave i g n i t i o n
system i s shown i n Fig. 10.
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Figure 8. Combustion Wave I g n i t i o n System

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Ignition System
 RESCNANT IGNITION DEVICES

RESOBAKCE HEATING PHENOMENON

The operation o f t h e i g n i t e r t o be discussed i s based upoc a gas-dynamic reson-

ance phenomenon. This i g n i t e r , t o b e r e f e r r e d t o a s t h e Resonance i g n i t e r , re-
quires no e x t e r n a l energy inputs o r c a t a l y t i c s u r f a c e r e a c t i o n s , and makes hydro-
gen and oxygen p r o p e l l a n t s appezr v i r t u a l l y hypergolic f r o n a system p o i n t c f
view. I n t h e case o f segmented t h r u s t chambers, where each segment must b e i g n i t e d
i n d i v i d u a l l y and simultaneously, t h e resonance i g n i t e r o f f e r s advantages over o t h e r
i g n i t i o n systems i n terms of i n t e g r a t i o n , s i m p l i c i t y , ease of operation, and l i g h t -
weight packaging.

The i g n i t e r c o n s i s t s of two opposed tubes t h a t s e r v e a s o x i d i z e r and f u e l i n l e t s

(Fig. 11). One of t h e p r o p e l l a n t s ( i n t h e gaseous s t a t e ) i s i n t r d u c e d through
one of t h e tubes and i s ailowed t c r e s o n a t e i n 'he opposed t u b e which is i n i t i a l l y
close-ended. The resonance phenomena cause \ e a t i n g of t h e gas, and a f t e r a f i n i t e
period of t i s e , t h e o t h e r p r o p e l l a n t is introduced, f o r c i n g t h e heated gas out of
t h e tube while i g n i t i o n occurs a t t h e i n t e r f a c e of t h e two p r o p e l l a n t s . li'hen
s t e a d y - s t a t e flow i s e s t a b l i s h e d , both o x i d i z e r and f u e l f e e d i n t o a l a r g e r diameter
tube where combustion i s sustained. \$Bile e i t h e r p r o p e l l a n t can b e used a s t h e
lead gas, experimental e f f o r t s conducted under Rocketdfle IRGD i~e a r l y 1970 i n -
d i c a t e d t h e most r a p i d h e a t i n g and t h e h i g h e s t temperatures could be obtained w i t h
low molecular weight gases. The hydrogen p r o p e l l a n t was, t h e r e f o r e , s e l e c t e d as
t h e 'lead gas.

To r e i t e r a t e t h e o p e r a t i o n a l procedure, t h e hydrogen is introduced s l i g h t l y b e f o r e

t h e oxygen (5y 0.005 t o 0.010 second) . The hydrogen r e s o n a t e s i n t h e oxygen tube
and a p o r t i o n of t h e hydrogen gas becomes heated (Elode 1, Fig. 11). R e oxygen is
then i n j e c t e d i n t o t h i s h o t hydrogen and i g n i t e s (Mode 11, Fig. 11). Combustion
is sustained i n t h e l a r g e r diameter tube, t h u s providing a h o t gas t o r c h f o r
main p r o p e l l a n t i g n i t i o n .
Many attempts have been made t o understand and t h e o r i z e t h e phenomena of resonance
and t h e a t t e n d i n g temperature r i s e t h a t occurs when a gas j e t impinges on a c a v i t y .
A t t h e p r e s e n t time, t h e r e i s a good q u a l i t a t i v e understanding of resonant h e a t i n g
and t h e conditions under which it occurs.

Perhaps the b e s t expianation o f t h e flow s t r u c t u r e during resonance can b e deduced

from t h e experimental observations presented i n Ref. 1. Based on t h e s e observa-
t i o n s , t h e following i s a b r i e f summary of t b b event sequence t h a t occurs during
one c y c l e of resonance tube operation:

1. The j e t t h a t i s s u e s from t h e flow tube i s underexpanded and thus f r e e l y

expands i n t o t h e mixing chamber a s shown i n Fig. 12. The normal shock
(shock d i s k ) s t a n d s at t h e i n l e t of t h e tube and, f o r a f r a c t i o n of t h e
cycle period, a s t e a d y in-flow i s e s t a b l i s h e d during which time most o f
t h e flow passes i n t o t h e tube. A s e r i e s o f shocks t r a v e l s down t h e tube,
i r r e v e r s i b l y compressing a f r a c t i o n of the gas volume.

2. For a very s h o r t f r a c t i o n o f t h e c y c l e period, a t r a n s i t i o n occurs be-

tween in-flow and out-flow due t o r e f l e c t i o n s of compressions waves. X
s t r o n g shock leaves t h e tube and advances i n t o t h e j e t (Fig. 12b).

3. A steady out-flow is temporarily e s t a b l i s h e d during which t h e two j e t s

impinge on each o t h e r with most of t h e mass flow e x i s t i n g through t h e
region formed by t h e two shock d i s k s (Fig. 12c).

4. Beceilse t h e closed-end tube contains only a f i x e d gas mass, t h e abovz

out-flow phase i s accompanied with a decrease i n p r e s s u r e (and mass flow-
r a t e ) i n t h e closed-end tube, allowing t h e j e t t o move back t o i t s
o r i g i n a l p o s i t i o n (Fig. 12d) .
I t should b e noted t h a t t h e shock movements i n t h e tube a s d e p i c t e d i n Fig. 12
a r e r e p s e n t a t i v e f o r t h e fundamental resonance mode. Higher modes a r e known t o
exist. These modes c r e a t e more complex shock i n t e r a c t i o n s a s they move along t h e
tube.
Using a number of simplifying assumptions, an equation was derived i n Ref. 2 f o r
c a l c u l a t i n g the upper l i m i t of temperature r i s e i n a resonant tube. The equation
has t h e follotqing form:

where

AT = t h e temperature r i s e above j e t s t a g n a t i o n temperature

y = r a t i o of s p e c i f i c h e a t s
-
T = average gas temperature i n tube a f t e r resonance has been
established

The above equation i n d i c a t e s t h a t f o r diatomic gases (y = 1.4) t h e temperature r i s e

from open t o closed end of t h e tube can be a s high as 4.8 times t h e mean tube tem-
persture. Temperatures measured experimentally' have achieved approximately h a l f
of t h i s temperature r i s e . Ifhereas average temperatures can b e measured with rea-
sonable accuracy, t h e l o c a l gas (along tube c e n t e r l i n e ) temperbeure r i s e and f l u c -
t u a t i o n s a r e extremely d i f f i c u l t t o d e t e m i n e experimentally. Even with a high-
response thermocouple t h e measurement of gas temperature r i s e times is influenced
by both t h e presence o f thermocouple a s a flow o b s t r u c t i o n , and t h e h e a t t r a n s f e r
between t h e gas and t h e surrounding h e a t s i n k .

S c h l i e r e n observations (and t h e o r e t i c a l e s t i m a t e s ) i n d i c a t e t h a t l o c a l maximum

temperatures a r e achieved r ~t hi i n milliseconds (Ref. 3) . However, t h e l i t e r a t u r e ,
a s w e l l a s t h e experiments performed a t Rocketdyne, i n d i c a t e t h a t it takes s e v e r a l
seconds t o achieve s teady-s t a t e maximum temperature readings. Since h e a t t r a n s f e r
influences temperature measurements P ; w e l l as maximum achievable temperature r i s e ,
t e s t s have t o b e conducted with t h e ~ . m a l l yi n s u l a t e d tubes. Thermal i n s u l a t i o n
s u b s t a n t i a l l y reduces h e a t t r a n s f e r l o s s e s and i n c r e a s e s t h e measurable r a t e of
temperature r i s e .

Several o t h e r methods a r e a l s o a v a i l a b l e f o r i n c r e a s i n g t h e temperature r i s e . One

is t o t a p e r t h e resonant tube t o t a k e advantage of shock s t r e n g t h e n i n g caused by
convergence (Ref. 4). Another way of i n c r e a s i n g t h e temperature r i s e i s t o use
e i t h e r a monatomic gas o r one of low molecular weight ( i . e . , hydrogen) as t h e
d r i v i n g gas.

IGNITION AND COblBUSTION

The chemical and gas dynamic processes involved i n achieving i g n i t i o n and s u s t a i n i n g

combustion of low-temperature H /O gas by means of resonance i g n i t i o n a r e complex.
2 2
However, based on p a s t experimental observations, a number of conclusions r e l a t i n g
t o i g n i t i o n and combustion can b e drawn;

A minimum temperature must be e s t a b l i s h e d by resonance before i g n i t i o n

occurs. This resonance i g n i t i o n temperature does n o t n e c e s s a r i l y correspond
t o accepted minimum i g n i t i o n temperatures a s obtained from conventional
s t a t i c (bomb) experiment. According t o Ref. 5 it appears t h a t flow
ccnditions t h e i g n i t i o n temperature of H /O mixture l i e s below 980 F over
2 2
a wide range o f p r e s s u r e s , mixture r a t i o s , and flow v e l o c i t i e s . Tile r e -
duced minimum i g n i t i o n temperature may b e a t t r i b u t e d (according t o Ref.
6 ) t o t h e observation of high-temperature regions i n t h e resonance tube.

2. The method o f introducing oxygen and t h e r a t e a t which it i s introduced

appears t o b e d i r e c t l y r e l a t e d t o obtaining t h e proper mixing and mixture
r a t i o for ignition.

3. Following i g n i t i o n , t h e combustion process begins i n t h e resonance tube

and i g n i t i o n i s completed i n t h e mixing chamber. If t h e mixing chamber
i s t o o s h o r t , completion of combustion w i l l b e i n h i b i t e d by t h e drop i n
temperature r e s u l t i n g from t h e sudden expansion of t h e gases a s they
leave t h e mixing chamber, r e s u l t i n g i n quenching.

Related experience a t Rocketdyne i n t h e a r e a of resonant i g n i t i o n is presented i n

Appendix B.
TEST PROGRAM OBJECTIVES

The purpose of t h i s e f f o r t was t o study ,the a p p l i c a t i o n of t h e resonance i g n i t e r

t o t h e No. 2 t e s t bed. Although t h e f e a s i b i l i t y and o p e r a t i o n a l r e l i a b i l i t y o f
t h e resonance i g n i t e r was demonstrated i n previous i n v e s t i g a t i o n s ( s e e Appendix B ) ,
t h e p r e s e n t e f f o r t was d i r e c t e d toward a p a r t i c u l a r a p p l i c a t i o n , namely t h e i g n i -
t i o n o f segmented t h r u s t chambers which r e q u i r e s low i g n i t e r f l o w r a t e s p e r i n d i -
vidual i g n i t e r and simple mechanical f e a t u r e s .

The program c o n s i s t e d of two major aspects both p r i m a r i l y experimental i n n a t u r e :

(1) operation o f a resonance i g n i t e r s c a l e d t o meet t h e flowrate requirements of
t h e No. 2 t e s t bed, and (2) a f e a s i b i l i t y s t u d y of a modified v e r s i o n of t h e
resonance i g n i t e r ( t o b e r e f e r r e d t o a s t h e Resonant Flow i g n i t e r ) t h a t would
u l t i m a t e l y lead t o system s i m p l i f i c a t i o n s .

The t e s t program was divided i n t o f o u r phases:

1. Geometry optimization

2. Combustion c h a r a c t e r i s t i c s

3. Oxidizer augmentation

4. Valveless h e a t i n g

D e t a i l s p e r t a i n i n g t o each o f t h e above phases w i l l be given i n t h e Test Results

s e c t i o n of t h i s r e p o r t .

RESONANCE IGNITER TESTING

A resonance i g n i t e r meeting t h e No, 2 t e s t bed o p e r a t i o n a l requirements was de-

signed, f a b r i c a t e d , and t e s t e d . A l l t e s t s were performed at t h e Thermodynamics
Laboratory of t h e Los Angeles Division.

The following t o p i c s p e r t a i n i n g t o . t h e resonance i g n i t e r w i l l b e discussed: (1)

c r i t e r i a used i n e s t a b l i s h i n g t h e required f l o w r a t e s , (2) methods used i n deter-
mining t h e i g n i t e r hardware geomet.ry, (3) t h e t e s t hardware design f e a t u r e s , and
(4) t e s t r e s u l t s .
R- 8 756
With r e s p e c t t o t h e Resonant Flow i g n i t e r t h e follolving s u b j e c t s w i l l b e discussed:
(1) d e s c r i p t i o n and b a s i s f o r t h e concept, (2) hardware design, and (3) t e s t
results.

The t e s t f a c i l i t y used was comnion t o both i g n i t e r c o n f i g u r a t i o n s , and a descrip-

t i o n of t h i s f a c i l i t y i s given i n Appendix C.

Flowrate Determination

In recent H /O t h r u s t chamber i n v e s t i g a t i o n s (Ref. 7 ) , it was determined t h a t

2 2
i g n i t e r f l o w r a t e necessary t o l i g h t o f f a t h r u s t chamber was approximately 30
percent of t h e i g n i t i o n - s t a g e f l o r i r a t e of t h e i n j e c t o r elements immediately adjacent
t o t h e i g n i t e r gas stream. The above i g n i t e r was running a t mixture r a t i o s ranging
between 0.8 and 1.0. Since t h e nominal i g n i t i o n - s t a g e f l o w r a t e p e r segment of t h e
No. 2 t e s t bed is 0.25 lb/sec, and 6 out of t h e 68 elements i n each segment s u r -
round t h e i g n i t e r gas p o r t , t h e t o t a l flow p e r i g n i t e r was c a l c u l a t e d t o b e 0.0070
lb/sec. These c r i t e r i a were v e r i f i e d f o r t h e i g n i t i o n requirements of l a r g e rocket
engines by a study conducted on J - 2 s a l t i t u d e i g n i t i o n (Appendix A) .
Assuming t h a t the resonance i g n i t e r will b e rimning at a mixture r a t i o of 1.0, t h e
hydrogen f lowrate (which determines t h e i g n i t e r geometry) was nominally s e t a t
0.0035 lb/sec. Based on system e v a l u a t i o n s i t was a l s o determined t h a t both t h e
hydrogen and oxygen p r o p e l l a n t s w i l l b e a t ambient temperature (530 R) and t h a t a
t o t a l p r e s s u r e of 165 p s i a w i l l b e a v a i l a b l e a t t h e i g n i t e r i n l e t s .

Geometrical Scaling Procedure

Operation of t h e resonance i g n i t e r is p r e d i c a t e d upon t h e proper r e l a t i o n s h i p

between a number of c r i t i c a l dimensions. These r e l a t i o n s h i p s , given i n terms of
dimensionless r a t i o s , were e s t a b l i s h e d i n a previous program (Ref. 8) f o r a
resonance i g n i t e r having a nominal t o t a l flowrate of 0.040 lb/sec. During t h i s
program, t h e following r a t i o s were found f o r t h e optimized i g n i t e r configoration
(see Fig. 13 f o r nomenclature).
(d) - NOZZLE THROAT DIAMETER CAVITY I N L E T DIAMETER ( D ~ )

7 RESONANCE TUBE

NOZZLE
CAVITY LENGTH (L)

NC c H m B E R (MC)

I I

-'T RESTRI C T l ON D l AMETER

Figu; : 13. Resonance I g n i t e r Nomenclature

 1. Gap to nozzle t h r o a t diameter: G/d = 3.426
2. Hydrogen i n l e t t o t a l p r e s s u r e t o mixing chamber p r e s s u r e PT/PhtC = 5.:.
Xote t h a t s i n c e s o n i c flow conditions e x i s t a t both t h e nozzle and a t
t h e r e s t r i c t i o n iocated a t t h e end of t h e mixing chamber, the above r a t i o
a l s o determines t h e a r e a r a t i o of t h e s e two o r i f i c e s .

3. Resonance tube length t o c a v i t y i n l e t diamter: L/Di = 9.6

4. Cavity i n l e t diamter t o nozzle t h r o a t diameter: Di/d = 1 . 3

A l l of t h e above r a t i o 2 car1 be dimensionalized by knowing t; . nozzle t h r o a t

diameter. For a nominal hydrogen flowrate of 0.0035 l b / s e c ( t o t a l temps. a t u r e
of 530 R and i n l e t t o t a l p r e s s u r e of 165 p s i a ) , t h e nozzle t h r o a t diameter was
c a l c u l a t e d t o be 0.071 inch.

Design Description

The resonance i g n i t e r assembly c o n s i s t s of f o u r main components : i g n i t e r body,

hydrogen i n l e t nozzle, oxygen i n l e t resonance c a v i t y , and t h e t h r o a t tube t h a t
contains t h e r e s t r i c t i o n and allows access t o t h e t h r u s t chamber i n j e c t o r face.
The b a s i c hardware shown i n Fig. 14 (photograph shown j ~ ;Fig. 15) was used during
t h e geometry optimization azd combustion c h a r a c t e r i s t i c s t e s t phases. The hard-
ware shown i n Fig. 16 was used during t h e o x i d i z e r augmentation t e s t phase.

Figure 14 shows t h e assembly o f t h e resonance i g n i t e r designed and f a b r i c a t e d

speci,fically f o r t h i s experimental task. The hardware w i l l handle a nominal t o t a l
flowrate of 0.0070 l b / s e c o f hydrogen arid oxygen, running a t a mixture r a t i o of
1.0, with t h e p r o p e l l a n t s a t am5ient temperature and t o t a l i n l e t p r e s s u r e o f 165
psia. A d e t a i l e d d e s c r i p t i o n of t h e design is given i n t h e following paragraphs.

The hydrogen nozzle has a rounded entrance t h a t ends s h a r p l y a t t h e s o n i c t h r o a t .

A p o r t i o n of t h e o u t e r s u r f a c e of t h e nozzle end i s exposed t o combustion gases;
however, it i s made o f Nickel 200 and cooled by t h e hydrogen f l c n i n g through i t .
Tile nozzle assembly incorporates spacers f o r p r e c i s e s e t t i n g o f t h e expansion gap,
 REMOVABLE RESTRICTION O R I F I C E

Figure 14. Resonance I g n i t e r Assembly (Used During Geometry Opti-

mization and Combustion C h a r a c t e r i s t i c s T e s t s )
 GOOLED THROAT TUBE

Figure 16. Oxidizer Augnentation Assembly

which permits proper tuning of the resonance phenomena. The nozzle is s h o r t
coupled t o reduce f i l l time aild has straight-through flow t o produce a f u l l y
developed j e t .
Constructed of Nickel 200, the mixing chamber provides flok a r e a artay from the
resonating j e t during t h e s t a r t t r a n s i e n t and s e l v e s a s a com?mstion mixing cham-
b e r during steady-state operation. Flow area around t h e expanding j e t is required
t o remove t h e r e f l e c t e d gas without d i s t o r t i n g t h e j e t and deflecting it away from
t h e resonance cavity entrance. The mixing chamber diameter has been scaled from
t h e previously t e s t e d hardmre. The i g n i t e r body a l s o serves a s t h e f i x t u r e which
scpparts and maintains proper o r i e n t a t i o n of t h e other components.

The o x y g a i n i e t and cavity consists of t h e oxygen-pressure- actuated oxygen valve

and the resonance cavity, which is designed and scaled based 03 prsvious i g n i t e r
cavitities. The cavity i n l e t is Nickel 200 t o reduce erosion of t h e i n l e t t i p .

Located a t t h e small end s f t h e resonance cavity, the i g n i t e r oxidizer vzlve (also

referred t o a s t h e check valve] was designed a s a simple oxygen-pressure-actuated
poppet valve. This uoul6 zllow multiple i g n i t e r s t o be connected i n p a r a l l e l with
one main oxygen control valve and thus only one solenoid.

The end face of t h e resonmce cavity formed t h e valve s e a t t o eliminate any

volme between t h e cavity arid t h e poppet. The poppet, which is c y l i n d r i c a l with
a trw-cated conical end, was machined irom Teflon f o r a clcse f i t with the honed
s t a i n l e s s - s t e e l body. The conpression spring and end cap-spring c a r r i e r were a l s o
stainless s t e e l . The end of t h e spring c a r r i e r a l s o served s a poppet s t o p and
secondary s e a l f o r t h e Foppet ia t h e open position, and the spring cavity was
vented t o prevent poppet o s c i l l a t i o n . I n i t i a l spring compressicn was s e t t o hold
L\e poppet closed against t h e hydrogen pressurc and t o open o r c l o s e a t 40-psi
oxygen pres sure.

The t h r o a t tube contains the hot i g n i t e r g G e s as they flow through t h e main in-
jector. The i n i t i a l uncooled throat. tube shown i s made o f 321 CRES and has re-
placeable t h r o a t i n s e r t s f o r quick cold-fluv tuning adjustment. After the exact
throat diameter was determined it was designed t o be machined i n a Nickel 200
i n s e r t and welded i n place f o r h o t - f i r e t e s t i n g . The same t h r o a t diameter was
machined i n t o a convectively cooled (dump cooled) t h r o a t tube which provided oxygen
augmentation a t t h e main i n j e c t o r face, thus baosting t h e mixture r a t i o from ap-
proximately 1 t o 3.

Test Results

The t e s t matrix shown i n Table 1 included geometry optimization, combustion,

oxidizer augmentation, and valveless heating investigations. Test r e s u l t s a r e
discussed i n t h e following paragraphs.

-
Geometry Op timization. A resonance i g n i t e r configuration is considered optimum
wllen t h e combined s e t t i n g s of a l l c r i t i c a l dimensions r e s u l t i n t h e maximum a t t a i n -
able gas temperature i n a given period of time. Generally, maximum i g n i t i o n re-
l i a b i l i t y is achieved with an optimum geometrical configuration.

The geometry optimization t e s t phase involved hydmgen only, measuring t h e gas

temperature a t t h e end of the resonance cavity while parametrically varying t h e
gap distance and t h e r e s t r i c t i o n diameter. Throughout t h e s e t e s t s t h e resonance
cavity geometry w a s kept constant. The geometry of t h e resonance cavity (Fig. 143,
was a scaled version of one of t h e c a v i t i e s t e s t e d i n Ref. 8. .Among these cavi-
t i e s , t h e geometry chosen f o r t h e present investigation resulted i n t h e highest
performance.

Throughout this t e s t s e r i e s , hydrogen i n l e t t o t a l pressure was maintained a t

approximately 165 p s l a , and t h e i n l e t t o t z l temperature was kept a t ambient con-
d i t i o n s (520 t o 530 R). The hydrogen resonance temperature was measured by means
of an exposed-tip chromel-alumel thermocouple, with 3-mil-diameter wires t o ensure
high response r a t e s . The thermocouple t i p w a s sealed with epoxy near t h e end of
t h e resonance tube and zlong t h e cavity centerline. The resonance tube was fabri-
cated from Lava (aluminum s i l i c a t e ) , a material c.hosen f o r i t s low thermal con-
d u c t i v i t y and ease of machinability.
 Table 1. Resonance I g n i t e r Test Program

a
1
Test Vari ab l e s Results

Geometry Optimization Gap distance, r e s t r i c t i o n Optimization of geometry

diameter, thermocouple a t (maximum temperature i n
end of resonance cavity miniuum time)
[HZ flow only)
Combustion Characteris t i c s Valve sequencing, mixture I g n i t i o n and combus t i o n
r a t i o s , propellant i n l e t characteristics
pressures (H2 and O2
flow)

Oxidizer Augmentation I g n i t e r mixture r a t i o s , I g n i t i o n l i m i t s and com-

secondary O2 flowrate bustion c h a r a c t e r i s t i c s

Valveless Heating Resonance cavity geometry, Removed hydrogen flowrate

gap distance, r e s t r i c t i o n and temperature
diameter
*

During i n i t i a l t e s t s , t h e r e s t r i c t i o n diameter of 0.161 inch was fixed, and t h e

gap distance was varied i n d i s c r e t e increments by shimming t h e hydrogen nozzle.
Results of t h e s e t e s t s are given i n Fig. 17, which shows t h e hydrogen resonance
temperature a s a function of gap-to-nozzle diameter r a t i o . I t is seen t h a t t h e
maximum temperature f o r two time s l i c e s (temperature reached a f t e r 50 and 100
milliseconds of hydrogen valve opening) is reached with a gap r a t i o of 3.240.
This compares t o an optimum gap r a t i o of 3.426 found i n Ref. 8. For t h i s gap
s e t t i n g (G/d = 3.240) and t h e r e s t r i c t i o n diameter o f 0.161 inch, t h e correspond-
ing r a t i o of i n l e t hydrogen t o t a l pressure t o mixing chamber pressure (PT/PblC)
was 5.58.

The next s e r i e s of geometry optimization t e s t s consisted of measuring t h e gas

resonance temperature, keeping t h e gap d i s t a n c e f i x e d while varying t h e rest-ic-
t i o n diameter hence varying t h e pressure r a t i o (P / P . ) . The gap d i s t a n c e chosen
T kc
was a t t h e (apprcximate) optimum gap r a t i o shown i n Fig. 17 (G/d = 3.210). The
r e s u l t s of these t e s t s as shown i n Fig. 18 indicate t h a t maximum temperatures were
reached when t h e steady-s t a r e pressure r a t i o ( P ~ / P ~ !was
~ ) 5.0. This pressure r a t i o
was obtained with a r e s t r i c t i o n diameter of 0.157 inch.

As a r e s u l t of t h e above two t e s t s e r i e s , t h e resonance i g n i t e r configuration

deemed optimum i s one which had a gap of 0.228 inch (3/d = 3.21) and a r e s t r i c -
t i o n diameter of 0.157 (PT/PW = 5 .O) . For t h e above configuration, t h e t i n e
t r a n s i e n t s f o r t h e resonance temperature and mixing chamber pressure are. given i n
Fig. 19. In t h i s figure, time zero is taken as t h e i n s t a n t when t h e irrlet hydro-
gen valve is activated. I t should be noted t h a t t h e temperature-time r e l a t i o n in-
dicated w a s taken d i r e c t l y from t h e thermocouple readings and consequently these
readings include t h e lags normally associated i n actual t r a n s i e n t gas temperature
measurements such as bead/wire thermal capacity and h e a t t r a n s f e r losses. I t is
estimated t h a t t h e actual gas temperatures during t h e f i r s t 20 milliseconds couid
be twice as high as the measured readings.

I t should b e r e i t e r a t e d t h a t a l l of t h e above t e s t s were conducted with ambient-

temperature hydrogen having an i n l e t t o t a l pressure of 165 psia. The l a s t phase
of t h i s t e s t s e r i e s was conducted with t h e optimum configuration, and t h e i n l e t
t o t a l pressure was varied over a wide range (118 psia<P <4L6 p s i a ) and the hy-
T
drogen resonance temperature was measured. The r e s u l t s a r e presented i n Fig. 20
f o r time s l i c e s of 50 and 100 milliseconds (time a f t e r opening of hydrogen \ra?ve).
I t can be seen t h a t s u b s t a n t i a l resonance temperature gains can be obtained by
running t h e i g n i t e r a t t h e maximum available hydrogen t o t a l pressure.

Combustion Characteristics. The main pmpose of t h i s t e s t s e r i e s was t o determine

the operational c h a r a c t e r i s t i c s of t h e resonance i g n i t e r when both hydrogen and
oxygen are allowed t o flow i n t o the device. For a l l combustion t e s t s t h e sequence
of events was t h e same: (1) t h e hydrogen i n l e t valve (Marotta) was opened, (2)
t h e oxygen valve (Marotta) was opened (forcing t h e opening of t h e check valve)
3 t o 5 milliseconds a f t e r opening of t h e hydrogen valve, (3) both propellants
flowed through the i g n i t e r f o r approximately 200 milliseconds, (4) t h e oxygen
valve was closed, and (5) t h e hydrogen valve was closed. Occurrer~cesof i g n i t i o n
 II ADVANCED THRUST CHAHBER
RESONANCE IGNITER

H2 TOTAL PRESSURE - 165 PSI A

I

H2 TOTAL TEMPERATURE = 520 R

G/d = 3.21

4.0 4.5 5.0 5 5 6.0

RATIO OF H2 INJECTION PRESSURE TO MIXING CHAMBER PRESSURE (P

/PnC)
T ~ 2

Figure 18. Resonance Temperature vs Pressure

Ratio
and combustion were dctected by means of a transducer t h a t measured t h e mixing
chamber pressure. A t y p i c a l mixing chamber pressure t r a c e showing t h e sequence
of events is shown i n Fig. 21.

P.e i q i t i a l t e s t s e r i e s was conducted p r i o r t o t h e geometry optimization t e s t s .

Although t h e test plan r e f l e c t e d the more l o g i c a l procedure ( i . e. , geometry optimi-
zation followed by combustion c h a r a c t e r i s t i c s t e s t s ) , problems of s e a l i n g t h e
thermocouples t o t h e resonance cavity forced a delay i n the geometry optimization
s t a r t date.
F a c i l i t y a v a i l a b i l i t y and scheduling however d i d permit t e s t i n g f o r
combustion c h e r a c t e r i s t i c s using t h e i g n i t e r configuration with dimensions based
on t h e numbers quoted i n t h e Geometrical Scaling Procedure s e c t i o n of t h i s r e p o r t
( i . e . , G/d = 3.426, PT/PMc = 5.2).

A t o t a l of 87 t e s t s was run with t h i s configuration. The hydrogen i n l e t t o t a l

pressure was varied between 145 and 267 p s i a , and t h e oxygen i n l e t t o t a l pressure
was varied t o provide a mixture r a t i o (No /W ) range from 0.48 t o 1.20. Table 2
2 H2
gives a l i s t i n g o f a l l i g n i t i o n t e s t s . Figures 22, 23, and 24 show t h e energy
r e l e a s e e f f i c i e n c y (q
c*) as a function o f mixture r a t i o f o r t h r e e l e v e l s of i n l e t
hydrogen t o t a l pressure (165, 210, and 265 p s i a ) .
Although t h e d a t a s c a t t e r
(which may be due i n p a r t t o check valve leaks) does n o t permit firm conclusions
t o be drawn, it appears t h a t t h e energy r e l e a s e e f f i c i e n c y does i n c r e a s e with
increasing p r o p e l l a n t feed pressures.

The energy r e l e a s e e f f i c i e n c y is defined as:

'c*
- C* a c t u a l
c* t h e o r e t i c a l

where

= mixing chamber stagnation pressure

At = r e s t r i c t i o n geometrical t h r o a t a r e a
g = a c c e l e r a t i o n of g r a v i t y
W = t o t a l flowrate through t h e i g n i t e r
H p VALVE

O2 VALVE
IGNITION

Figure 21. Ignition Trace (Test 2, Table 3)

 Table 2. (Continued)

Test
do.
Total
F lowrate,
lbm/sec Ratio ps ia psia
155
1 Remarks

*Ignition delay includes an 8-millisecond H2 valve actuation time.

Table 3 . Corr!-.ation Characteristics, Optimized Resonance Igniter
From Table 2 it csn be seen t h a t 79 out of t h e 87 t e s t s r e s u l t e d i n i g n i t i o n . The
reasorls f o r t h e e i g h t no-ignition cases may be a t t r i b u t e d t o t h e following f a c t o r s :
(1) the resonance i g n i t e r configuration was not optimized, and (2) during t h e t e s t s
a small flowrate leak was observed a t t h e back-end of t h e check valve. Taken in-
dividually, both f a c t o r s w i l l cause a decrease i n t h e resonance temperature of
hydrogen, although t h e l a t t e r of t h e two f a c t o r s mentioned i s probably t h e more
s e r i o u s i n t h a t small amounts of gas removed from t h e end o f t h e resonance c a v i t y
w i l l cause a s u b s t a n t i a l reduction i n temperature (see Valveless Heating s e c t i o n
of t h i s r e p o r t ) .

Upon completion of t h i s t e s t s e r i e s , t h e geometry optimization t a s k was under-

taken. During t h i s time t h e check valve was refurbished (scratches en t h e Teflon
p i n t l e had mcst l i k e l y caused t h e leakage problem). Combustion c h a r a c t e r i s t i c s
t e s t i n g w a s resumed with t h e refurbished check valve and with t h e i g n i t e r having
t h e optimized configuration. A l l subsequent hydrogenloxygen t e s t s r e s u l t e d i n
i g n i t i o n and sustained combustion. A l i s t i n g of t e s t s e r i e s with t h e geometrically
optimum hardware i s given i n Table 3. In t h e f i r s t e i g h t t e s t s i n t h i s s e r i e s
t h e r e Mas no noticeable propellant leakage and t h e improved energy r e l e a s e e f f i -
ciencies a r e r e f l e c t e d i n Fig. 22. The o t h e r t e s t s (No. 9 through 25) d i d have a
gradual increase i n the leakage r a t e which again r e s u l t e d i n lowered energy re-
lease e f ficieiicies .
The r e l i a b i l i t y o f t h e check valve proved t o be inadequate f o r a system incorpor-
a t i n g 10 p a r a l l e l i g n i t i o n devices, and prompted t h e i n v e s t i g a t i o n o f t h e valve-
l e s s resonant i g n i t e r discussed under Resonant Flow Experiments.

I n addition t o t h e above t e s t s a s e r i e s of 21 pulses ws- made ( i g n i t e r f i r i n g s i n

r a p i d successi.on with approximately 500-milliseconds i n t e r v a l s ) , with a l l pulses
r e s u l t i n g i n i g n i t i o n and sustained combustion. These pulse d a t a were recorded
on t h e Brush t r a c e s b u t not on t h e Astro Data tape. Both hydrogen and oxygen
i n l e t t o t a l pressures were maintained a t 115 and 165 p s i a , r e s p e c t i v e l y .

To summarize, 147 t e s t s were made with both a nonoptimized and an optimized

resonance i g n i t e r configuration. A 1 1 except e i g h t of t h e t e s t s r e s u l t c d i n
i g n i t i o n and sustained combustion. The major cause f o r t h e no-ignition cases
could be traced t o gas leakage i n the oxidizer check valve.

Oxygen Augmentation. Data obtained during thrus t o r experiments (Ref. 7) with

spark and c a t a l y t i c i g n i t e r s have indicated t h a t i g n i t e r (torch) temperatures
greater than 2000 R were desirable f o r r e l i a b l e i g n i t i o n of HZ/OZ combustors.
Also, i f t h e i g n i t e r were t o be used ultimately without separate valving ( i .e.,
i g n i t e r f i r i n g duration equal t o main chamber f i r i n g duration), some form of
i g n i t e r cooliilg would be required.

To achieve both objectives, cooling and temperature increase of i g n i t e r gases,

t e s t s 1 through 32 ( l i s t e d i n Table 4) were run with oxygen and hydrogen through
the i g n i t e r , and with oxygen passing through t h e external cooling c i r c u i t and
dumped out a t t h e e x i t plane of t h e throat tube assembly through an annular o r i f i c e
(see Fig. 16). The dumped oxygen was directed i n t o the i g n i t e d low mixture r a t i o
(referred t o i n Table 4 as primary mixture r a t i o ) gases and resulted i n higher
overall mixture r a t i o combustion. To prevent sudden expansion of t h e gases as
they flowed from the i g n i t e r i n t o t h e vacuum cliam5er, a 9-inch-long, 1/2-inch-
diameter pipe was welded onto the plane interfacing t h e i g n i t e r and t h e vacuum
chamber. This open-ended pipe a l s o provided f c r t h e support of a thermocouple
(10-mil wires, chromel-alumel, shielded t i p ) located 6 inches from t h e i g n i t e r
e x i t plane. The thermocouple permitted i g n i t i o n and combustion occurrences t o be
monitored. Test runs were approximately 200 milliseconds long and only t r a n s i e n t
temperature readings were ob tainsd.

Propellant flowrates i n t o t h e i g n i t e r were monitored by controlling the i n l e t

pressures. A bypass (which included a flow-metering o r i f i c e ) i n t h e oxygen feed
l i n e provided secondary flow i n t o t h e cooling c i r c u i t . Consequently, both t h e
oxygen flowing i n t o t h e resonance cavity and i n t o the cooling c i r c u i t had equal
i n l e t t o t a l pressures. The relationship between t h e primary and o v e r a l l mixture
r a t i o s is shown i n Fig. 25.
 Table 4. Oxidizer Augmentation Results

Total
(Primary) Mixture Mixture ~ ),
Delay ( T 9P P
Test Flowrate, 'O.

lbm'sec
Ratio Ratio c p ~ 2 O2
No. (Primary) (Overall m i 11is econds psi.a ps i a Remark::

1 0.0056 1.00 -- 34 130 147 No augmentation f l ~ ~ w

0.93 2.76 38 132 147 I g n i t i o n o f primary flow b u t
1 0.0056 no combust ion o f secondary
oxidizer
3
4
0.0056
0.0064
0.92
1.21
2.76
--
29
12
132
134
147
166
I
No augmentation flow
5 0.0064 1.21 3.28 31 132 166 Ignition. o f prlmary flow b u t
no combust i o n o f secondary
oxidizer
6 0.0063 1.34 -- 36 133 176 No augmentation flow
7 0.0067 1.31 3.55 37 133 176
8 0.006? 1.31 3.52 33 132 175
9 0.0067 1.31 -- 32, 132 175 No augmentation flow
10 0.307 1.29 -- 30 137 184 Noaugmentation flow
11 O.OC70 1.33 3.60 30 137 184
1L 0.9070 1.33 3.60 34 137 184
13 0.0070 1.33 3.60 28 I38 184
14 0.3080 0.90 -- 33 192 216 No augmentation flow
15 G.0080 0.90 2.86 29 192 215 I g n i t i o n o f primary flow b u t
- no combustion o f secondary
oxidizer
 'iable 4. (Concluded)

7 - i
Total
(primary) i
Mixture Mixture Delay ( T ~ ) . ~ ~
Flowrate,
Test Ratio Ratio c ' PH2
No. lbm'sec (Primary) (Overall) a i 11is econds psia psia Remarks
1
16 0.0086 1.05 3.14 31 191 229 I g n i t i o n of primary flow b u t
no combus tion of secondary
oxidizer

. 18
17 0.9092
0.0096
1.1.9
1.29
3.43
3-62
28
28
191
192
240
252
1
19 0.0096 1.29 3.64 31 192 253
20 0.0096 1.29 3.64 31 192 253
21 0.0084 0.60 -- 28 240 242 No augmentation f l ~ w
2.34 241 I g n i t i o n o f primary f l o d but
1 22
0.00% 0.58 22 240
no combustion o f s e c o n i a r y
I oxidizer
1 23 0.3093 0. 72 2.59 33 244 260
24 0.0105 0.98 3.04 28 240 268
25 0.0112 1. 'ti 3.36 26 242 297
26 0.6118 I. LJ 3.58 34 242 310 Y
27 0.0118 1.23 3.58 34 242 310
28 0.0117 1.21 3.27 31 243 310
29 0.0069 1.46 3.93 31 130 185
30
31
32
0.0071
0.0073
0.0077
154
1.61
1.66
A
4.18
4.39
4.48
37
35
36
.
132
130
135
195
196
215
1
A l l t e s t s run during t h i s phase of t h e p r o g r a resulted i n i g n i t i o n of t h e primary
mixtures. During the t e s t s e r i e s the l w e r l i m i t of the primary mixt.ure r a t i o s
necessary t o i g n i t e t h e secondary oxidizer flow w a s established. Figure 26 shows
a l l of t h e oxygen augmentation t e s t points, with t h e open symbols representing
t e s t s i n which t h e o v e r a l l mixture ignited, and the closed symbol representing t e s t
where only t h e primary mixture i g n i t e d (riders adjacent t o t h e symbols giving t h e
number of t e s t s a t each condition). Figure 26 indicates t h a t f o r three levels of
hydrogen i n l e t t o t a l pressures (130, 190, and 240 psia) the i g n i t i o n limit f9r t h e
secondary oxygen a c t u a l l y caused a cooling of t h e primary i g n i t e r gases. Hence,
t o ensure gas temperature augmentation, t h e i g n i t e r primary mixture r a t i o should
be above 1.3. I t should be pointed wt t h a t t h i s i g n i t i o n l i m i t could be lowered
by modifying the secondary flow i n j e c t i o n p a t t e r n a t t h e e x i t plane (i.e. ,discrete
i n j e c t i o n ports and steeper i n j e c t i o n angle t o increase mixing r a t e ) .

RESONANT FLOW EXPERIMENTS

Valveless Heating.

I n grevious sections of t h e r e p c r t it was indicated t h a t gas leakage problems arose

as a r e s u l t of t h e presence of the check valve. In the following p a r a g r q h s o
method of eliminating the check valve w i l l be discussed. Basically, t h e concept
involves t h e extraction of high-temperature hydrogen from t h e end or' t h e resonance
cavity. Oxygen i s then allowed t o impinge on t h e hydrogen causing i g n i t i o n of t h e
two streams. Figure 27 shows a design of a valveless resonance i g n i t e r where t h e
extracted hydrogen e s s e n t i a l l y s e n r e s as an i g n i t i m p i l o t f o r a l l of the propellant
gases passing through t h e i g n i t e r hardware. 'Ihis Resonant Flcw i g n i t e r has no
moving p a r t s , and would lead t o simple engine f i r i n g operational procedures.

The extraction of hot gases from t h e resonance cavity was f i r s t investigated by

Sprenger (Ref. 9) i n an attempt t o understand the physics of gas temperature
separation i n the Ranque-Hilsch tube. Reference 9 indicated t h a t s t a r t i n g with
a i r a t ambient temperature (530 R) and 70 p s i a , the a i r temperature reached 780 R
when approximately 3 percent of t h e t o t a l mass flow w a s removed from a s t r a i g h t
tube resonance configuration. The lcaximum temperature achieved i n t h i s configura-
t i o n w a s 1260 R as measured a t the end of the close-ended cavity (i.e., no gas
removed) .
Test Hardwa-re Description

During a recent l y completed experiment a1 program conducted under a NASA- LeRC con-
t r a c t (Ref. 9), a variable-geometry device was developed t o study t h e phenomena
and parameters t h a t a f f e c t t h e performance of t h e resonance i g n i t e r . The v a r i a b l e -
geometry phenomena hardware, which i s equipped with a thermocouple attachment a s
required during gas h e a t i n g t e s t , i s shown i n Fig. 28. The same hardware, with
minor modifications, was used during t h e p r e s e n t program (NASA approval was ob-
tained p r i o r t o testing) . The modifications \\'ere made t o permit hot-gas e x t r a c -
t i o n and placement of instrumentation f o r temperature arid p r e s s u r e measurements.
A s shown i n Fig. 28, t h e end of t h e resonance tube was capped with a s t a i n l e s s -
s t e e l d i s k which contained a small-diameter h o l e t o allcw hot-gas e x t r a c t i c r t ( a
s e r i e s of t h e s e capping d i s k s with varying h o l e s i z e s were used t o vary t h e flow-
rate). A t o t a l temperature probe was placed along t h e resoqance tube a x i s approx-
imately 114 inch away from t h e e x t r a c t i o n o r i f i c e . The removed gases flowed i n t o
a plenum chamber c r e a t e d by a second o r i f i c e l o c a t e d downstream of t h e resonance
tube capping disk. By measuring t h e p r e s s u r e and temperature i n t h e plenum and
knowing t h e a r e a o f t h e second o r i f i c e , t h e removed gas flowrates were c a l c u l a t e d .
A s e r i e s of 5 stepped- tapered resonance c a v i t i e s o f d i f f e r e n t lengths were t e s t e d
(Fig. 29). The t e s t e n t a i l e d v a r i a t i o n s o f e x t r a c t i o n flowrates, gap d i s t a n c e s ,
and mixing cham5er p r e s s u r e s . For a l l t e s t s , t h e i n l e t hydrogen t o t a l p r e s s u r e
was maintained a t approximately 203 p s i a , and t h e i n l e t hydrogen t o t a l temperature
was h e l d at 520 R.

Test Results

For each resonance c a v i t y t h e same t e s t procedure w a s followed: (1) t h e gap w a s

a t a known f i x e d d i s t a n c e , (2) an o r i f i c e d capping d i s k was placed a t t h e end of
t h e resonance tube, (3) t h e hydrogen in?.et v a l v e was a c t i v a t e d , and (4) t h e mixing
chamber p r e s s u r e was modulated by remote c o n t r o l of an h y d r a u l i c a l l y a c t i v a t e d
valve (Annin). As t h e hydrogen was flowing, t h e modulation of t h e mixing chamber
pressure caused temperature v a r i a t i o n s i n t h e hydrogen flowing through t h e o r i f i c e d
capping d i s k . The temperature v a r i a t i o n , with t h e corresponding mixing chamber
pressure changes were observed on a Brush recorder. When t h e removed gas tempera-
t u r e reached a maximum, t h e p e r t i n e n t flow parameters were recorded on t h e d i g i t a l

R-8756
57
 e - 0 . 2 9 1 ~( L / D ~ = 7.7)
-
NOTES: (a)

(b)
ALL RESONANCE TUBES ARE NPDE
OUT OF LAVA (ALUHI NUM S I L I CATE)
STEP DIAMETERS ARE THE SAHE
FOR ALL C A V l T l ES
(c) ALL STEPS LENGTHS (11) ARE
1-0 . 8 , Y 1 4 EQUAL I N ANY G I V E N C A V I T Y
(d) . RESONANCE TUBE W I T H L/D. = 7.7
DOES NOT HAVE THE LARGEST
STEP D l AHETER

Figure 29. Resonanc~Tube C0nfiguratj.m~

system (Astro Data). The above prncedure was repeated f o r an incremental change
i n the gap s e t t i n g . When a l l the extreme limits of t h e gap distance were reached,
a new t e s t s e r i e s was i n i t i a t e d with another capping disk having a d i f f e r e n t or-
i f i c e diameter

Typical t e s t r e s u l t s are shown i n Fig. 30, 31, and 32 f o r t h e 3.514-inch-long

(L/D = 25.2) 'resonance tube (see Fig. 29) . For t h r e e d i f f e r e n t capping disk o r i f i c e
diameters, Fig. 30 shows t h e removed gas tenperature as a function of t h e r a t i o of
gap distance t o resonance cavity o r i f i c e diameter (G/d). Figure 31 shows the cor-
responding r a t i o of hydrogen i n l e t t o t a l pressure t o mixing chamber pressure, again
as a function of (G/d) . Figure 32 shows t h e calculated removed gas flowrate, given
here as a percentage of the t o t a l hydrogen flow through t h e sonic nozzle. The
major reason f o r the decreasing flowrate of t h e removed gas, as the gap distance i s
increased, follows an expected trend based on t h e physics of t h e resonance pheno-
menon. As t h e gap distance increases, the pressure i n t h e mixing chamber (necessary
t o achieve maximum temperature of the removed gases) decreases (Fig. 31). A con-
s t a n t hydrogen i n l e t t o t a l pressure and a decreasing mixing chamber pressure r e s u l t s
i n a higher f r e e j e t plume expansion, hence a higher Mach number upstream of t h e
normal shock associated with higher Mach number flows r e s u l t s i n increasing down-
stream loss i n t o t a l pressure. Hence the resonance cavity "sees" z lower hydrogen
t o t a l pressure with increasing gap distance r e s u l t i n g i n decreasing flow through
a fixed o r i f i c e located a t t h e end of the resonance cavity.

A summary of t h e t e s t r e s u l t s obtained with a l l of t h e resonance cavity configura-

tions is given i n Fig. 33. The removed gas temperature i s shown as a function of
t h e removed hot hydrogen flowrate (given as a percentage of t h e t o t a l hydrogen
flowrate i n t o the variable geometry hardware) f o r various resonance cavity con-
figuraticns. Temperatures up t o 1780 R were reached with t h e resonance cavity
having an L/D of 25.2. I t should be noted t h a t the L/D quoted i n Fig. 33 i s the
r a t i o of resonance cavity length (including t h e fixed s t a i n l e s s - s t e e l i n l e t length)
t o maximum cavity diameter. Because it is generally recognized t h a t temperatures
near 1460 R w i l l lead t o i g n i t i o n of gaseous hydrogen and oxygen propellants, t h e
present investigation indicates the f e a s i b i l i t y of t h e gas removal concept as an
i g n i t e r which w i l l eliminate the need f o r the oxidizer valve and thus considerably
simplify the resonance i g n i t e r hardware.
CONCLUSIOSS

The f e s i b i l i t y o f t h e resonance i g n i t i o n concept as applied t o t h e No. 2 t e s t bed

w a s investigated and demonstrated experimentally. Four phases of t h e t e s t program
provided the f o l lcwing r e s u l t s .

1. Geometry Optimization

a. The optiuum dimensions of a resonance i g n i t e r meeting prescribed

flowratcs were established.

b. With t h e optimized configuration, measured hydrogen temperatures o f

up t o 1560 R were achieved i n time periods o f l e s s thar. 0.010 second
a f t e r s t a r t of flow.

c. Dimensional s c a l i n g techniques can be s u c c e s s f u l l y applied t o provide

a b a s i s f o r r e s o n s ~ c econfigurations having widely d i f f e r e n t flowr a t e s ,
i - e . , t h e optimized resonance i g n i t e r configuration developed during
t h i s program required only small v a r i a t i o n s from a previously devel-
oped resonance i g n i t e r having approximately 3 times t h e flowrate
capacity.

3. Combustion Characteris t i c s

a. Investigations conducted with both hydrogen and oxygen flowing through

t h e i g n i t e r r e s u l t e d i n 171 i g n i t i o n s out of 179 t e s t s . The t e s t s
were run over a wide range o f mixture r a t i o s (0.48< blR < 4.48) and
propellant i n l e t pressures (130<PT<310 p s i a ) .

b. The cause f o r t h e e i g h t no-ignition cases w a s t r a c e a b l e t o gas leaks

developed i n t h e oxidizer check valve.

c. Elimination of oxidizer check valve leaks r e s u l t e d i n 100 percent

r e l i a b l e ignitions.

d. A l l i g n i t i o n tests r e s u l t e d i n smooth and s t a b l e combustion without

pressure overshoots.
 e. A l l i g n i t i o n t e s t s were achieved with small hydrogen lead times (3
t o 5 milliseconds, and 90 percent of steady-state chamber pressure
was reached i n l e s s than 60 milliseconds from time of e l e c t r i c a l signal
t o f i r s t propellant (hydro~en)valve.

3. Oxidizer Augmentation

a. I t was demonstrated t h a t increased torch gas temperature can bc

achieved by Iceans of secondary oxygen i n j e c t i o n at t h e i g n i t e r e x i t
plane. Secondary oxygen also provided cooling of the i g n i t e r throat
tube.

b. Oxidizer augmentation effectively t r i p l e d t h e basic i g n i t e r mixture

ratio.

c. The limiting i g n i t e r mixture r a t i o necessary t o react with the second-

ary oxidizer was delineated, i . e . , the b a s i c i g n i t e r mixture r a t i o
must be above 1.3 t o complete combustion with the injected secondary
oxidizer.

4. Valveless Heating and Resonance Flow

a. The f e a s i b i l i t y of generating a continuous high-temperature hydrogen

flow ( s t a r t i n g with ambient-temperature hydrogen) was demonstrated
using a resonance device having no moving p a r t s and requiring no
external energy addition.

b. A continuous hydrogen gas stream a t 1780 R was obtained by extracting

approximately 0.5 percent from one of t h e resonance cavities tested.

c. Since hydrogen temperatures between 1400 and 1500 R a r e required t o

i g n i t e with oxygen, the investigation provided t h e basis f o r a flow-
through i g n i t e r design t h a t eliminates the need f o r an oxidizer
check-valve, thus increasing r e l i a b i l i t y and simplifying system
operation.
I n summary, a resonance i g n i t e r s i z e d s p e c i f i c a l l y f o r i n t e g r a t i o n with the No. 2
t e s t bed was proved feasible. The experimental program indicated t h a t the i g n i t e r
w i l l operate r e l i a b l y with ambient propellants over a wide range of mixture r a t i o s
and pressures. To eliminate p o t e n t i a l problems with t h e oxidizer check valve, a
new application of t h e resonance phenomenon was i n v e s t i t a t e d . The r e s u l t s of t h e
l a t t e r e f f o r t , being very promising, should be pursued i n f u t u r e advanced t h r u s t
chamber development programs .
 COMBUSTION WAVE IGNITION DEVICE

COMBUSTION WAVE PHENOhlENON

I f a flowing, explosive gas mixture contained i n a tube is ignited with a weak

spark, a flame (deflagration wave) w i l l begin t o propagate i n the direction of
flow. The combustion products, having a higher s p e c i f i c volume than the unburned
mixture, w i l l compress the mixture and increase t h e unburned gas velocity. Under
suitable c o n d i t i o ~ s ,t h i s compression wave w i l l produce a shock wave traveling
d e a d of the deflagration. I f s u f f i c i e n t tube length is available, the combustible
mixture is compressed and heated by the shock ware u n t i l autoignition occurs behind
the shock and a detonation wave develops.

The theory of gaseous detonations has been under continuous development since the
turn of the century. Detonations were i d e n t i f i e d by hlallard and LeChatelier (Ref.
10) and Berthelot and Vielle (Ref. 11) i n 1881, and hypotheses leading t o mathe-
matical predictions o f the speed of propagation o f these waves were f i r s t given by
Chapmn (Ref. 12) and Jouguet (Ref. 13) . Many experimental investigations have
been conducted t o determine t h e e f f e c t of mixture r a t i o and i n t i a l conditions on
the properties o f detonation waves and t o further r e f i n e t h e theory; an excellent
bibliography i s presented i n Ref. 14.

A simplified detonation theory can be formulated with the following assumptions:

(1) the gases a r e ideal, (2) the average molecular weight of the gases is not
changed across the shock wave, and (3) t h e s p e c i f i c heat of the gases does not
change across the shock wave.
The equations of continuity, momentwn, and energy can be written f o r these
assumptions :

Po Uo = P, U, Continuity (1)

P o U o + -
2 2
P o - ~ , u ~ + ~Momentum
~ (2)

h, - ho = Cp (T, - To) -q Energy (3)

where q = the heat of combustion per pound of mixture.

If Eq. 3 is combined with the equation of s t a t e :

PJP, T_ = po/p0 To = RKo state

vWRo
and it is remembered t h a t C =
P Y-1
-
then :

The energy equation f o r the gas property change across a shock wave with no com-
bustion i s the Hugeniot relationship:

Since the energy difference between combustion and no combustion across the shock
front is the heat of reaction q:

Equation 2 may-be rewritten as:

Equations 7 and 8, therefore, completely define the simplified system. Dimension-
l e s s variabl cs a r e generally introduced t o simplify manipulation (Ref. 14) :

lntroducing these variables i n Eq. 7 and 8 r e s u l t s i n :

If the mass flow parameter -p is defined 3s the slope of a s t r a i g h t l i n e tangent

t o Eq. 9 (-1.1 = dp/dv), Eq. 9 and 10 may be solved simultaneously t o obtain the
f i n a l Chapman-Jouguent relationships f o r t h e properties change across a detonation
wave :

In Eq. 13, Mo is the s t a r t i n g Mach n h e r of the detonation wave with respect t o

the unburned gas. The downstream velocity of a Chapman-Jouguet detonation is sonic
with respect t o t h e burned gas, i.e . , Mm = 1.O.
Theca relationships a r e plotted as a function of t h e energy release parameter (a)
f o r a s p e c i f i c heat r a t i o of y = 1.4 i n Fig. 34.

The energy release parameter for hydrogen/oxygen mixtures may be estimated by

realizing t h a t

where KO is the mean molecular weight of the unburned mixture. Ihe mean molecular
weight of unburned hydrogen/oxygen mixtures may be calculatecl from

where fi: is the oxygen t c hydrogen weight mixture r a t i o . Using a reaction enthalpy
of AH = 104,040 Btu/lb-mole of hydrogen burned, the energy release parameter is c a l -
culated as follows:

Fuel-Rich Mixtures

Oxidi zer-Rich Mixtures

The energy release parameter f o r hydrogm/oxygen is plotted as a function of mix-

t u r e r a t i o i n Fig. 35. For stoichiometric hydrogen/oxygen, the energy-release
parameter f o r ambient gases i s seen t o be approximately 66. Referring t o Fig. 34,
a pressure r a t i o of about 54 and a temperature r a t i o of 32 can be predicted f o r
a Chapman-Jouguet detonation.

In r e a l i t y , the high-pressure and temperature r a t i o s predicted by the simplified

m d e l are not achieved because of the energy absorbed due t o dissociation a t high
temperature and the molecular weight change across t h e shock wave. 'Ihe tempera-
t u r e and pressure r a t i o s of Chapman-Jouguet waves i n hydrogen/oxygen have been
 I
*
hl
I
-
0 "-
r
1
m
A
\
I>
,
Z
W
a
z
0
X 4-
PeO,
so*
w m o
a m -
0
/
found t o be r e l a t i v e l y i n s e n s i t i v e t o mixture r a t i o , and a r e dependent on t h e
i n i t i a l t.omperature and pressure of t h e gas mixture. The e f f e c t s of i n i t i a l con-
d i t i o n s and mixtux! r a t i o on t h e Chapman-Jouguet temperature acd pressure r a t i o s
have been determined by Busch and Laderman (Ref. 15) and a r e presented i n Fig. 36
and 37. Ambient temperature temperature stoichiometric mixtures a r e seen t o de-
velop a pressure r a t i o of 14 t o 17, depending on t h e i n i t i a l pressure, compared
with t h e value of 54 predicted by the simplified theory. A temperature r a t i o of
8 t o 13 is developed across the wave f o r ambient propellants, compared t o a value
of 32 predicted by t h e simplified theory. A more complex computerized program
developed i n Ref. 16 successfully predicts values o f t h i s order by considering t h e
combustion e q u i l i b r i a of the burnt gas species along with the Hugeniot r e l a t i o n s h i p .

Data from Fig. 36 and 37 a r e summarized i n Table 5. These d a t a imply t h a t :

1. A minimum i n i t i a l pressure is required t o obtain a s u f f i c i e n t l y high-

temperature r a t i o f o r p i l o t i g n i t i o n .
2. Higher pressure and temperature r a t i o s w i l l be obtained with low-tempera-
t u r e propellants.
3. A t i n i t i a l pressures o f 1 t o 2 atmospheres, combustion wave core tempera-
tures i n excess of 6000 R can be expected.

Table 5. Effect of I n i t i a l Conditions on Chapman-Jouguet Conditions

I n i t i a l Temperature I n i t i a l Pressure Comparison

(60 t o -180 F ) , '(1 t o 10 atms), (MR= 8 t o M R = 5 , 3 ) ,
percent percent percent
Wa?<cVelocity (3) (4) (14)
Pressure Ratio (95) (4 (3)
Temperature Ratio (100) (6) (5 t o 10)

The minimum length o f tubing required t o obtain a Chapman-Jouguet detonation wave

has been experimentally determined f o r hydrogen/oxygen mixtures (Ref. 17). Data
presented i n Fig. 38 were obtained with 0.599--inch-ID tubing and indicate t h a t t h e
induztion length increases sharply a t low mixture r a t i o s . For t y p i c a l engine
 I N I T I A L PRESSaRE, mn Hg

Figure 36. Influence of I n i t i a l Conditians on Chapman-Jouguct

Temperature Ratio (Ref. 15)
 I N l T l AL PRESSURE, mnHg

Figure 37. Influence of Initial Conditions on Chapman-

Jouguet Pressure Ratio
system tubing lengths of 50 t o 60 inches and i n i t i a l pressures of 1 t o 2 atmospheres
available from tank head pressures, mixture r a t i o s o f l e s s than approximately 2.5
w i l l be marginal f o r propagating a detonation wave.

TEST PROGRAM OBJECTIVES

Test e f f o r t w a s performed t o provide a demonstration of the combustion wave con-

cept and t o v e r i f y the capability of a combustion wave t o i g n i t e a concentric
p i l o t element. The combustion wave demonstration w a s sized t o provide i g n i t i o n
capability f o r 20 segmented combustors, and a t l e a s t two p i l o t elements were t o be
ignited. The t e s t hardware was sized t o meet t h e dimensional requirements of the
No. 2 t e s t bed common i g n i t e r p o r t , and t o provide the energy requirements d i s -
cussed i n Appendix A.

The t e s t program w a s conducted i n two phases :

1. Detonation wave generation

2. P i l o t ignition

Testing was performed i n p a r a l l e l with the resonant i g n i t e r t e s t a t the Thermo-

dynamics Laboratory of 'the Los Angeles Division. m e f a c i l i t y is described i n
Appendix C.

COMBUSTION WAVE IGNITER TESTING

Design Description

A t r i a x i a l i g n i t e r element was designed and fabricated f o r t h i s program (Fig. 39).

The u n i t comprises a central combustion wave tube (0.180-inch OD x 0.0245-inch
wall) c h a ~ f e r e d5 degrees a t the e x i t , a concentric tub? (0.291-inch OD x 0.0175-
inch wall) chamfered 15 degrees a t t h s e x i t forming the oxidizer p i l o t annulus,
and an outer tube (0,373-inch OD x 0.027-inch wall) forming the f u e l p i l o t annulus.
The inner tubl:s were chamfered t o increase p i l o t element mixing. The t r i a x i a l
element is s i l v e r soldered t o a standard 1/4-inch f i t t i n g f o r attachment t o t h e
combustion wave supply tube. The completed u n i t i s shown i n Fig. 40.

An instrumented premixer chamber (Fig. 41) used on a previous program was obtained
t o supply premixed gases and generate t h e combustion wave. This u n i t has a recessed
coaxial i n j e c t o r element t o provide s o n i c hydrogen and oxygen v e l o c i t i e s a t t h e
nominal o p e r a t i n g f l o w r a t e s . A s t a n d a r d 5-2 spark i g n i t e r r e q u i r i n g a 4.5-ampere
input c u r r e n t a t 28 vdc was u t i l i z e d t o provide a 360-millijoule spark. The spark
i g n i t e r is l o c a t e d approximately 3 inches from t h e i n j e c t o r element.

A precombustor u n i t (Fig. 42) was f a b r i c a t e d t o provide c o n t r o l l e d p r e s s u r e a t t h e

i g n i t e r t i p d u r i n g vacuum t e s t i n g . The wit was d r i l l e d and tapped f o r a chromel-
alumel thermocouple i n s t a l l a t i o n .

Lengths o f s t a n d a r d 1/4-inch t u b i n g wzre used t o connect t h e t r i a x i a l element and

t h e premixer chamber. Tubes 48 t o 50 inches long were used as r e p r e s e n t a t i v e o f
No. 2 t e s t bed manifold l e n g t h s .

An assembly o f t h e t e s t hardware is shown i n Fig. 43. The premixer flow was

d i r e c t e d i n t o a c o n s t a n t l y evacuated vacuum tank by two p a r a l l e l flow p a t h s f o r
single-element i g n i t i o n .

The flow t o t h e i g n i t e r element was 4 t o 5 percent of t h e t o t a l premixer flow,

which simulated a 20-element flow requirement of 0.035 l b / s e c . For two-element
operation, a t h i r d flow p a t h was provided. Since t h e No. 2 t e s t bed combustion
wave manifold w i l l r e q u i r e bends f o r adequate packaging, one 90-degree bend was
provided i n t h e No. 1 element combustion wave t u b e , and two 90-degree bends were
provided i n t h e No. 2 element t u b e .

Test Results

An experimental program comprised o f 106 t e s t s was conducted t o (1) e v a l u a t e t h e

f e a s i b i l i t y o f generating a combustion wave i n engine system l e n g t h s o f standard
tubing, (2) map t h e p r e s s u r e and mixture r a t i o limits o f combustion wave generation,
(3) evaluate t h e f e a s i b i l i t y o f i g n i t i n g a p i l o t element with a combustion wave,
(4) simulate proposed engine system valve sequencing, (5) map p i l o t element i g n i -
t l q n l i m i t s , and (6) show t h e f e a s i b i l i t y o f multiple-element i g n i t i o n . A test
matrix o f t h e experiments i s shown i n Table 6 , and a summary o f t e s t r e s u l t s i s
presented i n Tiible 7 . A discussion o f t h e i e s t r e s u l t s i s presented i n t h e follow-
ing paragraphs,

Combustion Wave Limits. Throughout t h e t e s t program, i n i t i a l pressure and mixture

r a t i o i n t h e premixer-were varied so t h a t t h e combustion wave: propagation limits
could br determined. The t e s t r e s u l t s , p l o t t e d i n Fig. 44, show t h a t t h e lower
l i m i t of i n i t i a l pressure was about 4.2 p s i a and t h e mirlimum mixture r a t i o f o r
detonation was 2.3. The lower pressure l i m i t agrees w i u t h e r e s u l t s o f Ref. 18
i n which spark-ignited d e t o n a t i o ~ l scould not be c o n s i s t e n t l y reprodu-ed i n hydrogen/
oxygen mixtures a t i n i t i a l pressures below 1/4 atmosphere. The lower mixture r a t i o
l i m i t is i n agreement with t h e induction length r e s u l t s of Ref. 17 presented i n
Fig. 38, which i n d i c a t e s a lower mixture r a t i o l i m i t o f approximately 2.5 f o r
propagation of a detonation wave.

P i l o t I g n i t i o n L i m i.-
ts. The i n v e s t i g a t i o n o f p i l o t i g n i t i o n l i m i t s was conducted
on t e s t s 20 through 106, A t y p i c a l tenperature versus time t r a c e i s shown i n
Fig. 45. The premixer mixture r a t i o was 4.9 on t h i s t e s t a t a pressure o f 21.5
psia. A t a f a c i l i t y time o f 54 secocds, t h e spark was i n i t i a t e d and a pressure
spike was recorded within 5 milliseconds of t h i s event. The temperature i n t h e
premixer (TC-33 peaked within 15 milliseconds a f t e r t h e spark and r a p i d l y decayed
t o ambient temperature within 200 milliseconcis. The i g n i t e r element indicatod
i g n i t i o n approximately 20 milliseconds a f t e r t h e spark, as i n d i c a t e d by t h e r a p i d
r i s e o f TC-1, a thermocouple located immediately downstream of t h e element. The
oxidizer valve was closed 40 milliseconds a f t e r t h e :park s i g n a l , and gaseous
f u e l was allowed t o flow through t h e combustion wave tube.

The element temperature (TC-I) and a temperature i n t h e vacuum tank 1 inch down-
stream of t h e precombustor e x l t p l a n t (TC-2) showed a continuous temperature r i s e ,
indccating sustained p i l o t i g n i t i o n u n t i l t h e p r o p e l l a n t flows were terminated.
 Table 6 . Combustion Wave I g n i t i o n Test Program

Test Number Objectives Results

1 through 19 Obtain combustion wave and map Combustion wave s u c c e s s f u l l y obtained
propagation l i m i t s propagation l i m i t s determined

20 Obtain p i l o t i g n i t i ~ n P i l o t i g n i t i o n obtainad; i g n i t e r element

burnout

21 through 27 C a l i b r s t e t o lower p i l o t element P i l o t i g n i t i o n without i g n i t e r element

mixture r a t i o damage

28 through 47 Map p i l o t i g n i t i o n l i m i t s No i g n i t e r damage

48 through 54 Delay spark t o simulate proposed No combusticn wave generated with 5-MS
engine sequencing spark delay from premixer o x i d i z e r valve
c 1osure

55 through 81 Additional mapping t e s t s No i g n i t e r damage

82 through 87 Evaluate i g n i t i o n i n vacuum Combustion wave generated b u t no p i l o t

ignition

88 through 93 Alternate t e s t i n g of two i g n i t e r Successful p i l o t i g n i t i o n obtained with

elements both elements

No combustion wave with delayed i g n i t i o n

sequencing and i g n i t i o n l i m i t s signal.
Table 7 . (Co~t.inucd)
 Table 7. (Cant inued)
Premixer P i l o t Element
Combustion Precombuster Initial Final Pilot
Test Pressure, Mixture Wave Pressure, Mixture Mixture Ignition
No. psia Ratio Obtained psia Ratio Ratio Obtained Comments
67 14.3 3.65 Yes 3.5 3.06 1.54 No
68 14.6 3.83 3.6 3.22 2.80 Yes
69 11-8 3.75 2.8 3.22 1.74 No
70
71
72
73
74
12.1
12.6
12.8
13.0
13.0
4.05
4 ..33
4.55
4.70
4.72
2.9
3.0
3.1
3.2
3.2
3.43
3.66
3.85
3.98
3.98
1.87
1.93
1.98
2 -06
3.48
I'
No
Yes
75 10.3 4.83 2.4 4.06 2.42 No
76 10.7 5.15 2.5 4.30 2.64
77 11.0 ' 5.52 2.6 4.65 2.76

+
78 11.4 6.12 2.7 5.07 3.15
79 11,9 6.51 2.9 5.45 3.31
80 12.0 6-80 3.0 5.71 3.32
81 13.1 8.18 3.3 6.63 5.86 Yes
82 25 .O 2.39 0.6 2 .O N/A No
83 25.7 2.60 0.6 2.2 N/A
84 26.1 2.68 0.7 2.3
85 22.3 4.08 0.6 3.50
86 24.6 2.45 2 .O 2.10
87 22.3 4.15 1.8 3.60 v !
. 24.7 2.45 7.2 2.09 1.22 Yes A l t e r n a t i n g t e s t s on
two elements
3.71 3.7 3.16 1.05 No
\ .
 .+". .

Table 7. {Continued)
-
Premixer Pi l o t Element
Conlbustion Precombuster I n i t i a l Final Pilot
Test Pressure, Mixture Wave Pressure, Mixture Mixture Ignition
No. psia Ratio Obtained psia Ratio Ratio Obtained Comments
90 13.3 3.35 Yes 3.6 2.92 0.93 Alternating t e s t s on
91
92
93
12.6
12.3
24.6
3.00
2.75
2.42
3.5
3.4
6.7
2.58
2.30
2.06
0.99
0.85
1.49
T
Yes
two elements

I
I
7.1 2.10 1.41 Simultaneous i g n i t i o n
I
94 23.2 2.47 2.06 o f two elements on
6.4 1.53
t e s t s 94 through 106.
7.2 2.08 1.34
95 23.2 2.45
I 6-5 2 -04 1.49 .
96 23.0 2.44 No N/A N/A N/A N/A Delayed s p a r k 15 m i l l i -
seconds from o x i d i z e r
valve c l o s e
I

97 23.2 2.44 Yes Advanced s p a r k t o 5

milliseconds p r i o r t o
--- e closed
7.2 2.09 1.26 Advanced s p a r k t o 1 5
98 23.3 2.49
m i 11i s econds
6.5 2.05 1.39
7.3 2.07 1.23 Advanced s p a r k t o 35
99 23.3 2.44 milliseconds
6.6 2.04 1.36
I

7.3 2.07 1.15 Advanced s p a r k t o 55

100 23.3 2.44 milliseconds

:I
6.5 2.03 1.29
7.0 1.94 1.12
101 22.6 2.30
I 6.3 1.90 1.23
102 21.9 2.10 No N/A N/A N/A N/A
103 23.2 2.41 Yes
13.0 -- 0.37 Yes
I . 10.5 0 -60 0.39 Yes
L
 Table 7. (Concluded)

Premixer P i l o t Element
Combustion Precombuster Initial Final Pilot
Test Pressure, Mixture Wave Pressure, Mixture Mixture Ignition
No. psia Ratio Obtained psia Ratio Ratio Obtained Comments

104 25.7 3.10 Yes 14.1 -- -- Yes

11.6 0.75 0.50

105 27.8 3.79

15.3 -- --
12.6 0.98 0.60

106 31.3 4.90 16.9 -- --

v 13.8 1.06 ' 0.76
Y
 - FLOW-THROUGH
i

PREHIXER TERMINATED
2700 -

W
e

0
30054 55
F A C I L I T Y T I M E , SECONDS
56

Figure 45. Ignition Temperature vs T i m

A p i l o t i g n i t i o n map is presented i n Fig. 46 where precombustor pressure is plotted
against p i l o t element mixture r a t i o . I f it i s assumed t h a t t h e combustion wave
ignites local mixture r a t i o a t the p i l o t annclus e x i t plane, the data indicate
t h a t p i l o t ignitions a t mixture r a t i o s l e s s than 1.0 can be obtained i n a 1-
atmosphere environment. No p i l o t ignitions were obtained below 3 p s i a precombustor
pressure. Since t h e t e s t setup required a precombustor surrounding the i g n i t e r
t i p t o control the environmental pressure, it is possible t h a t .the combustion wave
ignited the combined mixture r a t i o of core and p i l o t annulus flows i n the precom-
bustor, A p i l o t ignition map with precombustor pressure plotted against t h e com-
bined precombustor mixture r a t i o is presented i n Fig. 47. The connected data
points show t h e precombustor conditions a t p i l o t ignition and a t s t a b i l i z e d opera-
t i o n following premixer oxidizer valve closure, I f it is assumed t h a t the combus-
t i o n wave ignited the combined precombustor mixture r a t i o , a mixture r a t i o i n
excess of 2.0 is required f o r p i l o t ignition, and a mixture r a t i o greater than 1 , O
is required t o sustain q i l o t Ignition.
Until t e s t i n g can be accomplished withcut
a precombustor, the more conservative assumption w i l l be used t o design t h e No. 2
t e s t bed i g n i t e r , i . e . , a p i l o t mixture r a t i o greater than 2.0 w i l l be provided.

Valve Sequencing. The sequencing of the premixer oxidizer valve was investigated
on t e s t s 49 through 58 and t e s t s 96 through 102. The t e s t r e s u l t s (Table 7) show
t h a t a combustion wave could not be generated i f the oxidizer valve was closed
p r i o r t o the spark signal. Delaying the oxidizer valve between 5 and 55 milli-
seconds from the spark signal resulted i n no hardware damage and consistent com-
bustion wave generation. These r e s u l t s led t o t h e incorporation of a check valve
i n the premixer oxidizer l i n e on the No. 2 t e s t bed design t o prevent hot-gas
backflow i n t o the main oxidizer ducting, and eliminated concern about the e f f e c t
of c r i t i c a l valve timing on hardware i n t e g r i t y .

Dual Element Tests, Tests 94 through 106 were conducted with two i g n i t e r elements
attached t o t h e premixer. Nine suc ;ful p i l o t ignitions were obtained and igni-
t i o n was successfully sustained. A typical dual i g n i t e r data t r a c e is presented
i n Fig. 46. On t h i s t e s t (95), the premixer mixture r a t i o w a s 2.45 at' a pressure
of 23.2 psia, and the elements were a t a mixture r a t i o of approximately 2.0 a t a
pressure of 7 p s i a , The temperature measufements shown were taken i n the
FOLDOUT FRAME I
FOLDOW FRAME .t

Figure 48. Dual-Element Test Results

precombustor t h r o a t s and i n d i c a t e s u s t a i n e d p i l o t i g n i t i o n s following premixer
oxidi:: ,.I ve c l o s u r e . Temperatures o f a ~ p r ~ x i m a t e l2603
y R were s u s t a i n e d i n
t h e e l e ~ d e n ~f so r 4.3 seconds ~ i t l no
l hardware damage. Fuel flow through t h e e l e -
ment c,)re f o r approxirnately 1 second a f t e r p i l o t flow termination provided t h e
necessary purge f o r element and precombustor cooling.

OPTINrJbl CONBUSTION NAVE IGNITIOS SYSTEM

Because of t h e common i g n i t e r p o r t requirement on t h e No. 2 test. hed, t h e design

o f t h e Combustion Wave i g n i t e r was compromised t o allow i n t e r c i l a n g e a b l l i t y wit11
t h e Resonant Flow i g n i t e r . The i g n i t i o n system and manifolding design was a l s o
compromised t o allow a common start sequence with t h e Resonant Flow system. An
optimized Combustion Ir'ave i g n i t i ~ nsystem ( i - e . , an i g n i t i o n system design and
engine s t a r t sequence t h a t a r e mutually dependent) g r e a t l y simp1i f i e s t h e cambus -
t i o n wave concept.

The o s t i n i z e d Combcstion Wave i g n i t i o n system. schematically shown i n Fig. 49,

coniprises a spark-detonated premixer u n i t supplied with p r o p e l l a n t f r o n t h e turbo-
pump discharge ducting. A s i n t h e No. 2 t e s t bed design, t h e propel1:nts a r e con-
t r o l l e d with solenoid valves and t h e detonation is i c o l a t e d from t h e d i s c h a r g e
ducting with check valves i n t h e p r o p e l l a n t l i n e s . Unlike r h e No. 2 t e s t bed de-
s i g n , p i l o t p r o p e l l a n t is s u p p l i e a from t h e t h r u s t chamber i n j e c t o r marrifolds, s o
' required on t h e engine, i.e., t h e manifold
t ? f a t m l y a s i n g l e i g n i t i o n m i f ~ . . is
t o d i s t r i b u t e t h e c o d u s t i o n wave t o t h e i n d i v i d ~ a lt h r u s t chamber combustcrs.
The i a s t e l l a t i o n o f a combustion wave tube I n a t h r u s t chamber combustor is de-
p i c t e d i n Fig. 50. The tube is i n s z a l l e d c o a x i a l l y through an e x i s t i n g i n j e c t o r
o x i d i z e r p o s t and p i l o t flows sre provided by t h e s t a . ~ d a r d injec'lor e l e n e n t .

Ihe engine s t a r t sequence f o r t h i s i g n i t i o n system is ? r e s e n t e a i n Fig. 51. At

t h e engine s t a r t s i g n a l , t h e main fuel. -'alve and i g n i t e r f u e l valve a r e opened
and a 1.0-second f u e l lead i s provided f o r nardware chilldown. A t t h e mainstage
s t a l t s i g n z l , t h e =in o x i d i z e r valve i s opened t o t h e 15-segree p o s i t i o n and t h e
i g n i t e r o x i d i z e r valve i s opened. Oxidizer is allowed t o flow under tank head t o
 -
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t h e t h r u s t chamber manifolds and combustion wave premixer f o r 500 milliseconds t o
provide an i g n i t a b l e i n j e c t o r mixture r a t i o and t o prime t h e combustion wave man-
ifold. Upon e x p i r a t i o n of t h e 500-millisecond i g n i t i o n delay t i m e r , t h e spark i s
energized and t h e combustion ttave is generated. Upon p i l o t i g n i t i o n and i g n i t i o n
d e t e c t i o n , t h e s p i n v a l v e i s opened, t h e gas generator is f i r e d , and t h e engine
is allok-ed t o b o o t s t r a p i n t o mainstage.

The Combustion Itave I g n i t e r proved f e a s i b l e f o r a multiple-combustor i g n i t i o n

system. The following conclusions a r e drawn from t h e t e s t e f f o r t :

1. The combustion wave process can be u t i l i z e d t o i g n i t e m u l t i p l e combustors

from a s i n g l e i g n i t i o n energy source.

2. A low-pressure (30 p s i a > p > 5 p s i a ) premixed p r o p e l l a n t i s adequate f o r

e s t a b l i s h i n g a combustion wave when s u f f i c i e n t i n d u c t i o n length i s a v a i l a b l e .

3. The combustion wave can i g n i t e p i l o t elements a t varying d i s t a n c e s ( g r e a t e r

than t h e induction length) from t h c i g n i t i o n energy source.

4. For t h e i g n i t e r element t e s t e d (0.131-inch-diameter combustion wave tube,

and 18 t o 6C' inches induction length),^ premixed p r o p e l l a n t mixture r a t i o
g r e a t e r than 2 . 3 is r e q u i r e 4 t o i n i t i a t e a combustion wave.

5. A p i l o t element m i x t ~ l - 2r a t i o g r e a t e r than 2.0 is r e q u i r e d f o r p i l o t

ignition.

6. The i g n i t i o n e l e n e n t design denonstrated s u s t a i n e d o p e r a t i o n without

damage.
 REFERENCES,

1. Thompson, P. A,: "Jet-Driven Resonance Tube," AIAA Journal V. 2 No. 7,

J u l y 1964, p. 1230-1233, See a l s o Thompson P. A. : Resonance Tubes, Sc .D.
Dissertaticn, Massachusetts I n s t i t u t e of Technology, 1961.

2. S h q i r o , t=. ;i. : "On t h e Maximum Attainable Temperature i n Resonance Tubes ,I'

--
Readers Forum, Journal of Aero Space Sciences, V. 27, 1960, p. 66-67.
3. Kang, Sang-Wook: Resonance Tubes, Ph.D. Thesis, Rensselaer Polytechnic
I n s t i t u t e , Troy, New York, 1964.

4. McAlevy, R. F., I11 and A. Pavldc: "Tapered Resorance Tubes: Some Experi-
ments," AIAA Journal, V. 8, No. 3, Efarch 1970, p. 571-572.

5. Walker, D. W., e t al.: Investigation of t h e Ignition Properties of Flowing

Combustible Gas Mixtures, Air Force Aero Propulsion Laboratory, Wright&
Patterson Air Force Base, AFRPL-lR-69-82, September 1962.

6. Diehl, L. A.: An Experimental Investigation of t h e Role of Resonance Heating

i n t h e Autoignition of Plowing Combustible Gas Mixture, Ph .D. Dissertation,
The Ohio S t a t e University, Columbus, Ohio, 1970.

7. Falkenstein, G. L. and R. D. Paster: Hydrogen-Oxygen APS Engines Program,

Third Quarterly Technical Progress Narrative, NASA Contract NAS3-14352,
Rocketdyne Report ASR71-105, April 1971.

8. Lauffer, 3. R.: -
Space Shuttle Auxiliary Propulsion Ignition System, W A
Report CR-R-8724, NASA Contract NAS3-14351, June 1971.

9. Sprenger, If. : "Uber Thermische Effeckte i n Resonanzrohren," Mittei lung aums

-
dem I n s t i t u t fiir Aerodynamik, M r . 21, Verlag Leemann, Zurich, 1954, p. 18-35.

10. Mallard, E. and H. LeChatelier: Compt. Rend. Acad. Sci, P a r i s 93, 145, 1881.

11. Berthelot, M. and P. V i e i l l e : Compt. Rend. Acad. Sci., Paris 93, 18, 1881.

12. Chapman, D.: Philosophy Magazine 47, 90, 1899.

13. Jouguet, E.: Mathamatique, 6, 347, 1905.

14. Williams, F.: Combustion Theory, Addison-Wesely Publishing, Reading, 1965.

1s. Busch and Ladernian: Computations of Gaseous Detonation Parameters, IER Report
No. 64-12.

16. Foreman, K., H. Pevney, and R. MacMillan: "Parametric Studies of Strong

Gaseous Detonations," Detonation and Two Phase Flow, Academic Press, New
York, 47, 1962.

17. Bollinger, L., M. Fong, and R. Edse: "Experimental Measurements and Theo-
r e t i c a l Analysis of Detonation Induction Di~Cances,~'ARS Journal, May 1961.

18. Richmond, J. : 'ISpectrographic Analysis gf Detonation Wave Structures , I t

Detonation and 'Ilto-Phase Flox, Academic Press, New York, 1961.
 APPENDIX A

ADVANCED IGNITER ENERGY REQUIREMENTS

The s i m i l a r i t y of design parameters on t h e No. 2 t e s t bed i n j e c t o r s and the J-2s

open-compartment i n j e c t o r prompted a study o f J- 2s engine operating conditions a t
main propellant ignition. A t e s t s e r i e s conducted under simulated a l t i t u d e con-
ditions a t AEDC was selected f o r the i g n i t i o n study since low-range instrumenta-
t i o n was used i n conjunction with low-thrust, idle-mode testing. The t e s t s e r i e s ,
J4-1001-6A through J4-1001-15C, was run on J-2s engine 5-112 during the months of
August through October 1969. Ttie i g n i t i o n t e s t r e s u l t s are discussed i n the
following paragraphs.

J-2s IGNITION CONFIGURATION

'Ihe J-2s i n j e c t o r incorporates 614 coaxial elements arranged i n a concentric c i r -

cular pattern around a central augmented spark i g n i t e r (ASI). The engine i s
ignited under vehicle tank head pressure, and incorporates a f u e l lead follolied
by the simultaneous introduction of oxidizer t o the main i n j e c t o r and the
controlled by the i d l e mode oxidizer valve (IOV) . The AS1 is spark-ignited with
a spark frequency of 50 sparks per second and the sparks are energized a t engine
start. During the t e s t s e r i e s studied, low-range pressure transducers were used
t o measure propellant i n j e c t i o n pressures i n the AS1 and main injector, and
injector-end chamber pressure. Propellant temperature measurements were obtained
i n the main i n j e c t o r fuel and oxidizer manifolds, at the pump discharges, and i n
the' AS1 feed lines.

DATA ANALYSIS

Since flowrates -;ere ,lot measured during the t e s t s e r i e s , a combination AS1 and
mail1 chamber baiance was formulated and programmed on the General E l e c t r i c com-
puter. A second program, using inpcts from the balance program, was formulated
t o thennochemica!ly determine the heat output of the M I . Because the i n s t a n t of
main propellant i g n i t i o n was of primary i n t e r e s t , the d a t a were sampled i n 10-
millisecond increments from t h e engine s t a r t signal u n t i l main propellant igni-
t i o n (MPI) was detected by an abrupt increase i n the slope of main chamber pres-
sure. A typical data p l o t is presented i n Fig. A-1. Following engine s t a r t sig-
nal t h e ~nainfuel valve and IOV a r e opened and propellarlts a r e admitted under tank
head pressure t o the main i n j e c t o r and t h e AS1 i n j e c t o r . Main chamber pressure
increases with fuel flow u n t i l MPI occurs and an abrupt chamber pressure increase
is noted.

Measured and calciilated main chamber and AS1 propellant conditions a t MPI are
presented i n Table A-1. A l l M P I t s occurred with gaseous propellants i n the main
chamber and AS1 feed l i n e s . No ignitions occurred a t main i n j e c t o r mixture
r a t i o s of l e s s than 0.44.

Although m y ignition parameter correlations were attempted, only two proved

fruitful. The r a t i o of AS1 t o t a l propellant flowrate t o main i n j e c t o r propellant
flowrate proved t o be r e l a t i v e l y cbnstant a t MPI (Fig. A-2) regardless of the in-
jector mixture r a t i o . The mean value of fiuI/iINJ f o r these t e s t s was apprcxi-
mately 0.005. Another correlation w a s obtained p l o t t i n g the AS1 heat output p e r
pound of i n j e c t o r flow versus i n j e c t o r mixture r a t i o (Fig. A-3) .
The data indi-
cate t h a t more heat output is required from t h e i g n i t e r as mixture r a t i o increases.
Since t o t a l i n j e c t o r flaw is r e l a t i v e l y constant, the decrease i n flammability
with mixture r a t i o tndicates t h a t propellant mixing (mostly a function of f u e l
momentum) has a profound e f f e c t on the required ignition energy.

NO. 2 TEST BED REQUIREMENTS

Because of i n j e c t o r element s i m i l a r i t y , the i g n i t i o n parameters obtained f o r t h e

J-2s engine w i l l be used f o r the No. 2 t e s t bed. I n the J-2s i n j e c t o r , the igni-
t e r is surrounded by 10 of the 614 t o t a l elements. I f it is assumed t h a t MPI i s
i n i t i a t e d a t the elements surrounding the ignition device, then the r a t i o of
i g n i t e r flow t o surrounding element flow is :
*- IG- - -i
AS1 ( T O + ? Elements)
~ &-
= (0.005) (614 = 0.3
i (Surrounding E 1,:ments)
'EL INJ
0 100 200 300 400 500 600 700
TIME FLOW ENGINE START, MILLISECONDS
Figure A- 1. J-2s Ignition Parameters
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w o $ g ~ ~ , : ~ $ M< Mm Mu - <t fm z - R t n r ~ n u
F d % - l 4 d r ( d - d
This ratio should be used for the No. 2 t e s t bed igniter.

Start model studies indicate that the No. 2 test bed w i l l have a maximum injector
mixture ratio o f 0.8 during the ignition stage. The ignition device should have
a heat output per surrounding element o f a t least (Fig. A-3):
 APPENDIX B

REL4TED EXPERIENCE IN RESOXiLUCE IGNITION

Under a NASA c o n t r a c t , Rocketdyne has r e c e n t l y completed an i g n i t i o n study f o r

t n e Space S h u t t l e Auxiliary Propulsion System (SS/APS) .* During t h i s c o n t r a c t
both t h e spark and resonance i g n i t e r s were investigated. The resonance i g n i t i o n
portion o f t h e contractual e f f o r t was prompted by t h e requirement f o r an i g n i t i o n
system t h a t would (1) have fast response ( l e s s than SP niilliseconds from command
s i g n a l t o 90 percent o f f u l l SS/APS e n g i m t h r u s t ) , (2) be simple and r e l i a b l e
6
(10 puises during i t s l i f e , an3 (3) eliminate r a d i o frequency i n t e r f e r e n c e .
Further impetcs t o t h e program was given by t h e f a c t t h a t over 200 a u x i l i a r y
t h r ~ s t o r sw i l l be required on t h e Space S h u t t l e Vehicle.

The SS/APS r e s o n a x e i g n i t e r i n v e s t i g a t i o n was divided i n t o t h r e e t a s k s , each of

which was successful l y completed. Task I involved preliminary design and a n a l y s i s ,
and laboratory-type t e s t i n g o f t h e b a s i c phenomena. Task I1 included " i g n i t e r
only" hot f i r i n g and demonstration cf i g n i t e r / t h r u s t o r i g n i t i o n . Task I11 was
r e l a t e d t o i g n i t i o n system design and a n a l y s i s . In t h e following paragraphs, r e -
s u l t s o f t h e first t r o t a s k s w i l l be discussed.

TASK I

Tests were conducted using variable-geometry t e s t hardware (Fig. B-1). During

the i n i r i a l heating evaluation t e s t s , hydrogen was i n j e c t e d i n t o t h e resonance
cavity. A fast-response thermocouple was placed a t the end o f t h e resonance
c a v i t y t o measure temperature response and absolute value of temperature.
Resonance c a v i t y configurations and o t h e r i g n i t e r v a r i a b l e s (gap r a t i o and pressure
r a t i o ) were evaluated over a range o f i n l e t pressures and flowrates. The geom-
e t r y w a s optimized and temperatures up t o 3003 R were recorded. F a s t response

*See NASA Report CR-R-8274 (June 1971)

f a c i l i t y a t a l t i t u d e conditions) . A l l eight t e s t s resulted i n rapid ignitions.
A s e r i e s of s i x t e s t s was then conducted with amhient p r o p e l l a n t s , with a l l t e s t s
r e s u l t i n g i n successful t h r u s t o r i g n i t i o n s . The f i n a l s e r i e s o f t e s t s was suc-
c e s s f u l l y conducted with cold p r o p e l l a n t s (250 R hydrogen and 375 F oxygen).
During these 14 t e s t s with conditioned t h r u s t o r p r o p e l l a n t s , i g n i t e r mixture
r a t i o and flowrates were v a r i e d . The t e s t parameters a r e l i s t e d i n Table B-1.

To summarize, the i g n i t e r technique employing resonance h e a t i n g was s y s t e m t i c a l l y

investigated. Variable-geometry t e s t hardware was used t o optimize i g n i t e r
geometry. A resonance i g n i t e r was t e s t e d i n an "igniter-only" f a c i l i t y t o ex-
plore operational l i m i t s , and complete t h r u s t o r assembly t e s t s were conducted a t
simulated a l t i t u d e conditions t o demonstrate t h e f e a s i b i l i t y o f t h e resonance
i g n i t e r t o i g n i t e the SS/APS t h r u s t o r without e x t e r n a l power and c a t a l y t i c agents.
 Table 3-1. High-Pressure Resonance I g n i t e r / T h r u s t o r Test Matrix

Thrust o r I gni t e r
Propellant
Temperature Igniter Total
Mixture Mixture
Test
Chamber Pressure
No. lb/in.' ~ / c m ~R
To
K R
f *
K
I?
t
\Si *
lbm/sec Kg/sec lbm/se?Kg/sec
Ratio Ratio
Results
(o/f) (o/f)
1 290 200 537 298 525 292 0.0798 0.0359 0.0401 0.0180 0.93 2.83 Effect o f i g n i t e r mix-
2 t u r e r a t i o on t h r u s t o r
29 0 200 536 298 526 292 0.0774 0.0348 0.0369 0.0166 0.61 2.39
iwition with rapbient
3 290 200 5 3 6 2 9 8 5 2 8 2 9 3 0 . 0 7 7 7 0.03500.0364 0.0164 0.41 2.02 propellants
4 290 200 537 298 526 292 0.0785 0.0353 0.0385 0.0173 0.83 2.72
5 289 199 537 298 526 292 0.0772 0.0347 0.0366 0.0165 0.62 2.42 0

6 289 199 538 299 528 293 0.0769 0.0346 0.0350 0.0158 0.37 2.01
7 288 199 536 298 526 292 0.0768 0.0346 0;0350 0.0158 0.37 2.01
8 289 199 537 298 528 293 0.0741 0.0333 0.0330 0.0149 0.57 2.52

conditioned

*GO2 coolant flow not included; **No i g n i t i o n (believed t o be t h e r e s u l t o f valve malfunction)

 APPENDIX C

IGNITER TEST FACILITY

The i g n i t e r t e s t e f f o r t was conducted i n Thermodynamics Laboratory l o ~ a t e da t

North American Rockwell corporation:^ Los Angeles Division. A schematic of the
resonant i g n i t e r propellant system i s shown i n Fig. C-1, and the setup f o r the
combustion wave i g n i t e r is shown i n Fig. C-2.

PROPELLANT SYSTEMS

Feed systems f o r both propellants were s i m i l a r i n s i z e and configuration. The

propellant was stored i n high-pressure b o t t l e s and supplied through a 1-1/2-inch
(3.8-cm) system and pressure r e g u l a t o r t o t h e t z s t c e l l . A c a l i b r a t e d sonic
venturi was incorporated with a bypass l i n e and valve, which provided a conven-
i e n t method o f c a l i b r a t i n g the f a c i l i t y , ' ~ g nt ie r hardware, and subsonic flow-
meters. During blowdowns, the bypass valve was closed and flow was measured an6
controlled by t h e sonic ventiiri while system/hardware parameters were measured.
During i g n i t i o n t e s t s , the b j l ~ a s svalve was opened and t h e e f f e c t of the sonic
venturi was negated.

SYSTEM CONTROL

A l l t e s t s were conducted using an automatic sequencer. The sequence included

operation of t h e f u e l , oxidizer, and bleed valves. The sequencer was capable o f
controlling the valves t o any specified r e l a t i v e p o s i t i o n i n time within 1 m i l l i -
second. Prior t o each t e s t s e r i e s , t h e sequence was v e r i f i e d with t h e systems
pressurized by GN2.

Instrumentation l i s t i s presented i n Table C-1. Sufficiellt pressure and tempera-

ture sensors were used t o e s t a b l i s h and monitor the system/hardware conditions.
 S O N I C VENTURl
SONIC VENTUR BYPASS VALVE

W AP SUBSONIC METER

PV-20J-1 MAROTTA
VALVE AND WESTON SOLENOID

T R l A X l A L ELEMENTS

Figure C-2. Combustion Wave Igniter Test Setup

 +
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Data acquisition incl-tided a high-speed d i g i t a l system, a high-frequency oscillo-
graph recorder, and a 6-channel high-response Brush recorder. Dial indicators
were located on t h e control console for system setup.

The d i g i t a l system was an Astro Data capable of 6600 s a q l e s p e r second with in-
puts from up t o 100 sensozs. Since the instrumentation list has l e s s than 25
inputs, each parameters was multiplexed four times t o achieve a sample r a t e of
264 times per second p e r parameter. The Astro Data recorded t h e data on magnetic
tape for subsequen computer d a t a reduction on an IBM 360.

The output of a high-frequency K i s t l e r water-cooled transducer was recorded along

with other selected systern parameters on a high- frequency os c i llograph recorder
t o establish the transient conditions and ignition delays. This recorder output
was i n t h e form of penaanent s t r i p charts running a t speeds of up t o 128 inches
per second.

A 6-channel Brush recorder was used for on-the-spot monitoring of t e s t r e s u l t s .

This recorder was capable of moderately high response and accurate quantitative
data. In addition, the recorder contained event channels f o r recording the elec-
t r i c a l valve sequence.

DOCUMENTATION OF RESULTS

A f i l e of t e s t records was maintained, including s t r i p charts and computer data

reduction outputs. An informal t e s t book was maintained, which included t e s t
setup notes, formal t e s t requests, t e s t data r e s u l t s , and summary of t e s t a c t i v i t i e s .

MTA REWCTION

The Astro Data magnetic tape was reduced by a computer data reduction program,
which had been written t o reduce d i g i t a l counts t o pressures and temperatures i n
engineering units. m e program calcu1r:ad flowrates and mixture r a t i o from the
subsonic meters, using input tables of r e a l gas properties 'for each propellant and
the in-place calibration factors f o r each meter as determined by the system c a l i -
bration b lowdowns.
 Unclassified
I c u r i t y Clnndfieitrtiom -.--- -. - -
(Sotwiry r l n a l f l c . ( h
OOCUUINT CONTROL DATA I& O
e l t l t h , body o f . k t w c t m d l + s k a
-
m e t o t l m u r t ).on- whm owrail m t Ia r l ~ ~ o l l i e d ) 1
L; onlctwrrlwc Acrtvlrv rcowrrou-1 &, I R C O I T # R C U I l t V C L A # # l C l C A t l O N

ROCKETDYNE Unclassified
a division of North American Rockwell Corporation ab. @IOU-

6633 Canoga Avenue, Canoga Park, California 91304

3 I E C O I T TITLE

Advanced Ignition Systems

4 (mo t P.CQ~a d I n e h w l w &too)

O E S C ~ I C T I V E NOTES
Final Report, 30 July 1971
r. Auruontrl (~i-8 -. r l ~ WI~I.
o hat-)

Rocketdyne Engineering

a. I C C O I T OATL T I T O T A L NO. O C PACES Ib. NO. O F I E F S

30 July 1971 136 18

U. C O N T I A C T OR G I A N T NO. Y O I I C I N A T O I ' S I E P O I T NUM.SIIIS)

NAS8-25126
b. P ~ O J E C TNO. R-8756
09288
C. .b.O T U E IILPOIT NOIS# (Amy h . t m y be .8si&ed
Ihia

d.

10 DISTIItBUTION STATEMENT

I I . SUPPLEYLNTARV NOTES 12. SCONWRING U I L I T A I V A C T I V l T V

I 3 &OSTIACT

Two ignition system concepts were experimentally evaluated during laboratory

testing for application in hydrogen/oxygen engine system incorporating a
multiple-combustor thrust chaiier. .Both concepts, designated the Resonant Flow
Igniter and the Combustion Wavs Igniter, proved operationally feasible for the
specific engine system application. The ignition concepts are unique and can
be used to ignite any hydrogen/oxygen combustion device. The ignition system
design requirements are discussed, ignition system configurations for a specific
application are described, and the results of feasibility testing with prototype
igniter hardware are detailed.
 Unclassified
Security Clrnmiltcrtion
- ,-, - ..-- -
t4 LIN* A LIM* LIM* C
K C * WORD8
I O L C WT I ROLE WT ROLE
- WT

Resonant Flow Igniter

Combustion Wave Igniter
I
No. 2 Test Bed
Resonance Heating Phenomenon
Autoignition