U.S. patent application number 12/105099 was filed with the patent office on 2009-10-22 for solid propellant management control system and method.
This patent application is currently assigned to Honeywell International Inc.. Invention is credited to Steven G. Abel, Donald J. Christensen, George T. Woessner, Edward E. Woodruff.
Application Number | 20090260343 12/105099 |
Document ID | / |
Family ID | 41199954 |
Filed Date | 2009-10-22 |
United States Patent
Application |
20090260343 |
Kind Code |
A1 |
Woodruff; Edward E. ; et
al. |
October 22, 2009 |
SOLID PROPELLANT MANAGEMENT CONTROL SYSTEM AND METHOD
Abstract
Systems and methods of controlling solid propellant burn rate,
propellant gas pressure, propellant gas pressure pulse shape, and
propellant gas flow rate, rely on the position of a throttling
valve. A throttling valve that is movable to a control position is
disposed downstream of, and in fluid communication with, a solid
propellant gas generator, and in parallel with a plurality of
reaction control valves. The solid propellant in the solid
propellant gas generator is ignited, to thereby generate propellant
gas. The throttling valve is moved to a control position to attain
a desired solid propellant burn rate, propellant gas pressure,
and/or propellant gas pressure pulse shape.
Inventors: |
Woodruff; Edward E.; (Queen
Creek, AZ) ; Christensen; Donald J.; (Phoenix,
AZ) ; Woessner; George T.; (Phoenix, AZ) ;
Abel; Steven G.; (Chandler, AZ) |
Correspondence
Address: |
HONEYWELL INTERNATIONAL INC.;PATENT SERVICES
101 COLUMBIA ROAD, P O BOX 2245
MORRISTOWN
NJ
07962-2245
US
|
Assignee: |
Honeywell International
Inc.
Morristown
NJ
|
Family ID: |
41199954 |
Appl. No.: |
12/105099 |
Filed: |
April 17, 2008 |
Current U.S.
Class: |
60/204 ; 60/233;
701/3 |
Current CPC
Class: |
F02K 9/30 20130101; F02B
43/08 20130101; B64G 1/403 20130101; F02K 9/26 20130101; F05D
2270/301 20130101; B63H 11/14 20130101 |
Class at
Publication: |
60/204 ; 60/233;
701/3 |
International
Class: |
B63H 11/00 20060101
B63H011/00 |
Claims
1. A solid propellant management control system, comprising: a
vessel defining a combustion chamber; a solid propellant disposed
within the combustion chamber, the solid propellant configured to
generate propellant gas upon being ignited; a plurality of reaction
control valves in fluid communication with the combustion chamber,
each reaction control valve coupled to receive reaction control
signals and responsive thereto to selectively move between a closed
position and a full-open position; a throttling valve in fluid
communication with the combustion chamber and coupled to receive
throttling valve control signals, the throttling valve responsive
to the throttling control signals to move to a control position
that results in a desired combustion chamber pressure; and a
controller operable to selectively supply the reaction control
signals and the throttling valve control signals.
2. The system of claim 1, further comprising: a plurality of
reaction control thrust nozzles, each reaction control thrust
nozzle disposed downstream of, and in fluid communication with, one
of the reaction control valves, each reaction control thrust nozzle
configured to generate a thrust when propellant gas flows
there-through; and an axial thrust nozzle disposed downstream of,
and in fluid communication with, the throttling valve, the axial
thrust nozzle configured to generate an axial thrust when
propellant gas flows there-through.
3. The system of claim 1, further comprising: a plurality of
reaction control thrust nozzles, each reaction control thrust
nozzle disposed downstream of, and in fluid communication with, one
of the reaction control valves, each nozzle configured to generate
a thrust when propellant gas flows there-through; and a plurality
of null thrust nozzles disposed downstream of, and in fluid
communication with, the throttling valve, the null thrust nozzles
each configured to generate a thrust in opposing directions when
propellant gas flows there-through.
4. The system of claim 1, further comprising: a main thrust nozzle
in fluid communication with the combustion chamber to at least
selectively receive propellant gas therefrom.
5. The system of claim 1, further comprising: a manifold in fluid
communication with the combustion chamber, each reaction control
valve, and the throttling valve.
6. The system of claim 1, further comprising: a flight computer
operable to supply flight control signals representative of a
commanded aircraft flight path, wherein the controller is
responsive to the flight control signals to selectively supply the
reaction control signals and the throttling valve control
signals.
7. The system of claim 1, wherein the controller is further
operable to selectively supply the throttling valve control signals
to control solid propellant burn rate.
8. The system of claim 1, wherein the controller is further
operable to selectively supply the throttling valve control signals
to control propellant gas pressure in the combustion chamber.
9. The system of claim 1, wherein the controller is further
operable to selectively supply the throttling valve control signals
to control generation of propellant gas pressure pulses in the
combustion chamber.
10. The system of claim 1, wherein: the propellant gas pressure
pulses each have a pulse shape; and the controller is further
operable to selectively supply the throttling valve control signals
to control the pulse shape of the propellant gas pressure
pulses.
11. The system of claim 1, wherein the throttling valve is selected
from the group consisting of a pintle valve and a poppet valve.
12. The system of claim 1, further comprising: a sensor operable to
sense a parameter representative of combustion chamber pressure and
to supply a feedback signal representative thereof to the control,
wherein the controller is responsive to the feedback signal to
selectively supply the throttling valve control signals.
13. The system of claim 12, wherein the sensor includes one or more
of a propellant gas temperature sensor, a propellant gas pressure
sensor, and a throttling valve position sensor.
14. A method of managing propellant gas generation, comprising the
steps of: disposing a solid propellant in a vessel; disposing a
plurality of reaction control valves downstream of, and in fluid
communication with, the vessel, each of the reaction control valves
movable between a closed position and a full-open position;
disposing a throttling valve downstream of, and in fluid
communication with, the vessel, the throttling valve movable to a
plurality of control positions; igniting the solid propellant in
the vessel to thereby generate propellant gas; moving the
throttling valve to a control position to attain a desired
propellant gas pressure.
15. The method of claim 14, further comprising: controlling the
control position of the throttling valve to control solid
propellant burn rate.
16. The method of claim 14, further comprising: controlling the
control position of the throttling valve to control generation of
propellant gas pressure pulses in the vessel.
17. The method of claim 16, wherein the propellant gas pressure
pulses each have a pulse shape, and wherein the method further
comprises: controlling the control position of the throttling valve
to control the pulse shape of the propellant gas pressure
pulses.
18. The method of claim 14, further comprising: disposing an
reaction control thrust nozzle downstream of each reaction control
valve, each reaction control thrust nozzle configured to generate a
thrust when propellant gas flows there-through; and at least
partially controlling the thrust that may be generated by each
nozzle by controlling the control position of the throttling
valve.
19. The method of claim 14, further comprising: controlling the
position of the throttling valve based on a vehicle mission
profile.
20. The method of claim 14, further comprising: controlling the
control position of the throttling valve to control mass flow rate
of the propellant gas from the vessel through the throttling valve;
and ejecting the propellant gas that flows through the throttling
valve in one or more directions that result in a substantially zero
net thrust.
Description
TECHNICAL FIELD
[0001] The present invention generally relates to propellant gas
generation and, more particularly, to a system and method of
managing propellant gas generation by a solid propellant.
BACKGROUND
[0002] Solid propellant gas generators are used in rockets,
missiles, interceptors, and various other vehicles and
environments. For example, solid propellant gas generators may be
used to generate propellant gas for both vehicle propulsion and
direction control for missiles, munitions, and various spacecraft.
A solid propellant gas generator typically includes a vessel that
defines a combustion chamber within which one or more solid
propellant masses are disposed. The solid propellant masses, when
ignited, generate high-energy propellant gas. Depending upon the
particular end-use system in which the solid gas generator is
installed, the propellant gas may be supplied, or at least
selectively supplied, to a rocket motor and/or reaction jets that
may vary the thrust, pitch, yaw, roll or spin rate and other
dynamic characteristics of a vehicle in flight, and/or to a gas
turbine to generate backup power.
[0003] As is generally known, once a solid propellant mass is
ignited, propellant gas generation continues until the entire mass
is consumed. As is also generally known, the burn rate of a solid
propellant mass may vary with the pressure in the combustion
chamber. For example, if the combustion chamber pressure increases,
the solid propellant burn rate increases. Conversely, if the
combustion chamber pressure decreases, the propellant burn rate
decreases. One way of controlling combustion chamber pressure, and
thus propellant burn rate, is by controlling the effective flow
area of a supply passage downstream of the combustion chamber. For
example, if the effective flow area of the flow passage decreases,
combustion chamber pressure increases, and vice-versa.
[0004] Various systems and methods have been developed for varying
the effective flow area of a solid propellant gas generator supply
passage. Such systems and methods include throttling propellant gas
flow from the combustion chamber using a fixed or variable area
orifice, throttling propellant gas flow from the combustion chamber
via a variable position valve, and including multiple propellant
grains, which are then selectively ignited. Although these systems
and methods are effective, each suffers certain drawbacks. For
example, the present systems and methods can significantly affect
overall gas generator efficiency, and may rely on fairly complex,
relatively heavy, and or relatively costly components and control
systems.
[0005] Hence, there is a need for a system and method of
controlling solid propellant burn rate and flexible vehicle
attitude and divert control that does not significantly affect
overall efficiency and/or does not rely on fairly complex,
relatively heavy, and/or relatively costly components and control
systems. The present invention addresses one or more of these
needs.
BRIEF SUMMARY
[0006] In one embodiment, and by way of example only, a solid
propellant management control system includes a vessel, a solid
propellant, a plurality of reaction control valves, a throttling
valve, and a controller. The vessel defines a combustion chamber.
The solid propellant is disposed within the combustion chamber, and
is configured to generate propellant gas upon being ignited. The
reaction control valves are in fluid communication with the
combustion chamber, are each coupled to receive reaction control
signals, and are each responsive to the reaction control signals it
receives to selectively move between a closed position and a
full-open position. The throttling valve is in fluid communication
with the combustion chamber and is coupled to receive throttling
valve control signals. The throttling valve is responsive to the
throttling control signals to move to a control position that
results in a desired combustion chamber pressure. The controller is
operable to selectively supply the reaction control signals and the
throttling valve control signals.
[0007] In another exemplary embodiment, a method of managing
propellant gas generation includes disposing a solid propellant in
a vessel and disposing a plurality of reaction control valves
downstream of, and in fluid communication with, the vessel. Each of
the reaction control valves is movable between a closed position
and a full-open position. A throttling valve is disposed downstream
of, and in fluid communication with, the vessel, and is movable to
a plurality of control positions. The solid propellant is ignited
in the vessel to thereby generate propellant gas, and the
throttling valve is moved to a control position to attain a desired
propellant gas pressure.
[0008] Other independent features and advantages of the preferred
solid propellant management control system and method will become
apparent from the following detailed description, taken in
conjunction with the accompanying drawings which illustrate, by way
of example, the principles of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and
[0010] FIG. 1 is a functional block diagram of an exemplary
embodiment of a solid propellant gas management system that may be
used to implement a projectile reaction control system;
[0011] FIGS. 2 and 3 each depict exemplary alternative
configurations of a propellant gas flow ejector that may be used to
implement the system of FIG. 1; and
[0012] FIG. 4 is a graph that depicts combustion chamber pressure
versus time for an exemplary mission profile during which the
combustion chamber pressure is controlled by controlling the
position of the throttling valve in the system of FIG. 1.
DETAILED DESCRIPTION OF VARIOUS PREFERRED EMBODIMENTS
[0013] The following detailed description is merely exemplary in
nature and is not intended to limit the invention or the
application and uses of the invention. Furthermore, there is no
intention to be bound by any theory presented in the preceding
background or the following detailed description. In this regard,
although the systems and methods are described herein as being
implemented in a vehicle, the systems and methods may also be used
in energy storage and/or generation systems.
[0014] Turning first to FIG. 1, a functional block diagram of an
exemplary embodiment of a solid propellant gas management system
100 is depicted. The system 100 includes a solid propellant gas
generator 102, a plurality of reaction control valves 104 (e.g.,
104-1, 104-1, 104-3, . . . 104-N), a throttling valve 106, and a
controller 108, which may all be disposed within a projectile body
110. The gas generator 102 includes a vessel 112 that defines a
combustion chamber 114 in which a solid propellant 116 is disposed.
The manner in which the solid propellant 116 is formed and
subsequently loaded into the combustion chamber 114 are generally
well known, and will thus not be further discussed. Moreover, the
particular type of solid propellant 116 may vary. Some non-limiting
examples of solid propellant 116 include ammonium nitrate and
ammonium perchlorate. No matter the particular solid propellant 116
that is used, upon being ignited by an igniter 118, the solid
propellant 116 produces propellant gas, which is directed toward
the reaction control valves 104 and the throttling valve 106 via,
for example, a suitable manifold 122. As FIG. 1 also depicts, the
system 100 may additionally include, for example, a main thrust
nozzle 120 and, if needed or desired, an associated control valve
121.
[0015] The reaction control valves 104 are each in fluid
communication with the combustion chamber 114 via the manifold 122,
and are each in fluid communication with a downstream thrust nozzle
124 (e.g., 124-1, 124-2, 124-3, . . . 124-N). The reaction control
valves 104 are each coupled to receive reaction control signals
from the controller 108, and are each responsive to the reaction
control signals it receives to selectively move between a closed
position and a full-open position to thereby prevent and allow,
respectively, propellant gas flow to its associated thrust nozzle
124. It will be appreciated that the reaction control valves 104
may be implemented using any one of numerous valve types and
configurations now know or developed in the future, and that the
number of reaction control valves 104 may vary. Some non-limiting
examples of suitable valve types include suitably configured poppet
valves, pintle valves, and fluidic diverter valves. It will
additionally be appreciated that the thrust nozzles 124, which may
also vary in number and configuration, are preferably arranged to
provide suitable attitude and divert control for the projectile
body 110.
[0016] The throttling valve 106 is in fluid communication with the
combustion chamber 112 via the manifold, and is in fluid
communication with a downstream propellant gas flow ejector 126.
The throttling valve is coupled to receive throttling valve control
signals from the controller 108, and is responsive to the
throttling valve control signals to move to a control position.
That is, the throttling valve 106, in response to the throttling
valve control signals, may be moved to a closed position, to a
full-open position, or to any one of numerous valve positions
between the closed and full-open positions. In the closed position,
the throttling valve 106 fluidly isolates the propellant gas flow
ejector 126 from the combustion chamber 114. Conversely, in any one
of the open positions, the throttling valve 104 fluidly couples the
combustion chamber 114 to the propellant gas flow ejector 126.
Thus, if the solid propellant 116 is ignited and producing
propellant gas, the control position of the throttling valve 106
may be used to control propellant gas flow to and through the gas
flow ejector 126. Hence, the control position of the throttling
valve 106 may concomitantly be used to control the pressure in the
combustion chamber 114, and thus the burn rate of the
propellant.
[0017] Before proceeding further, it is noted that the propellant
gas flow ejector 126 is preferably configured such that when
propellant gas is discharged from the propellant gas flow ejector
126 the attitude of the projectile body 110 is not affected. It
will be appreciated that the propellant gas flow ejector 126 may be
variously implemented to achieve this result. For example, as FIG.
2 depicts, the propellant gas flow ejector 126 may be configured to
discharge propellant gas axially out of the projectile body 110.
With this configuration, the propellant gas that is discharged from
the propellant gas flow ejector 126 may supply added forward thrust
for the projectile body 110. In another exemplary configuration,
which is depicted in FIG. 3, the propellant gas flow ejector 126 is
configured with opposing discharge nozzles 302. With this
configuration, a zero net thrust (or at least a substantially zero
net thrust) is exerted on the projectile body 110 as a result of
propellant gas flow through the propellant gas flow ejector
126.
[0018] Returning once again to FIG. 1, the controller 108, at least
in the depicted embodiment, is configured to supply an initiation
signal to the igniter 118 and, as noted above, reaction control
signals and throttling valve control signals to the reaction
control valves 104 and the throttling valve 106, respectively. The
initiation signal supplied to the igniter 118 causes the igniter
118 to ignite the solid propellant 116, which in turn generates the
propellant gas. It will be appreciated that in alternative
embodiments the initiation signal could be supplied from other,
non-illustrated devices or systems. As FIG. 1 also depicts, the
controller 108 may also be in operable communication with a flight
computer 122. The flight computer 122, which may be variously
implemented and configured, is operable to supply flight control
signals to the controller 108 that are at least representative of a
commanded projectile flight path. The controller 108 is responsive
to the flight control signals to selectively supply the reaction
control signals and the throttling valve control signals. It will
additionally be appreciated that the controller 108 and flight
computer 122, and their associated functions, could be integrated
into a single device.
[0019] The controller 108 may be configured to implement either
open loop control or closed loop control of the throttling valve
106. If it implements closed loop control, the system 100 may
additionally include one or more sensors 128 (only one depicted in
FIG. 1). The sensors 128, if included, preferably sense one or more
parameters representative of the pressure in the combustion chamber
114, and supply a feedback signal representative thereof to the
controller 108. The number and type of sensors 128 may vary, and
may include one or more pressure sensors, temperature sensors,
valve position sensors, various combinations of each, or all of
these sensors. If one or more pressure sensors are included, these
sensors preferably sense propellant gas pressure in or downstream
of the combustion chamber 112. If one or more temperature sensors
are included, these sensors preferably sense propellant gas
temperature in or downstream of the combustion chamber 112. If one
or more valve position sensors are included, these sensors
preferably sense the control position of the throttling valve
106.
[0020] As was previously noted, the position of the throttling
valve 106 controls propellant gas flow rate to and through the gas
flow ejector 126, and thus combustion chamber pressure, and
propellant burn rate. The position of the throttling valve 106 may
also be used, if needed or desired, to control the generation and
shape of pressure pulses in the combustion chamber 114. As an
illustrative example, FIG. 4 graphically depicts an exemplary
combustion chamber pressure versus time for a particular mission
profile during which the combustion chamber pressure is controlled
by controlling the control position of the throttling valve 106. As
may be seen from this particular mission profile, upon ignition of
the solid propellant 116, at time t.sub.0, the amount of thrust
that is needed to propel and navigate the projectile body 110
corresponds to a combustion chamber pressure of P.sub.3. The
controller 108, based on the flight control signals supplied
thereto from the flight computer 122, moves the throttling valve
106 to a control position that results in this combustion chamber
pressure.
[0021] Thereafter, at time t.sub.1, the amount of thrust that is
needed to propel and navigate the projectile body 110 decreases
significantly. Thus, controller 108 moves the throttling valve 106
to a control position that results in the combustion chamber
pressure being reduced to a pressure of P.sub.1. That is, the
throttling valve 106 is moved to a more open position, relative to
its position between times t.sub.0 and t.sub.1, resulting in more
flow out the gas flow ejector 126. The throttling valve 106 remains
in this position until time t.sub.2, at which time the flight
computer 122 informs the controller 108 that more thrust is needed.
In response, the controller 108 moves the throttling valve 106 to a
more closed position, causing relatively less gas to flow out of
the gas flow ejector 126 and combustion chamber pressure to
increase to the P.sub.2 pressure.
[0022] The combustion chamber pressure is held at the P.sub.2
pressure until time t.sub.3, at which time the flight computer 122
informs controller 108 that even more thrust is needed. In
response, the controller moves the throttling valve 106 to an even
more closed position. As a result, even less gas flows out the gas
flow ejector 126 and combustion chamber pressure increases to the
P.sub.4 pressure. In accordance with this mission profile, the
P.sub.4 pressure is maintained until time t.sub.4. It will be
appreciated that the relative times and pressure magnitudes, and
the pressure pulse shapes depicted in FIG. 4 are merely exemplary
and may vary to meet a desired mission profile. It will
additionally be appreciated that features of the solid propellant
116 and/or the solid propellant itself may be varied to provide a
desired pressure profile.
[0023] In addition to the above, it is noted that in some instances
the controller 108 may command all of the valves 104, 106, and 121
(if included) to open positions, or command various combinations of
the valves 104, 106, 121 to open and closed positions, to control
propellant burn rate, vehicle thrust, and/or maneuvering. For
example, the controller 108 may command all of the reaction control
valves 104 closed and the throttling valve 106 and main thrust
nozzle control valve 121 (if included) opened, to maximize axial
vehicle thrust. In addition, selected opposing reaction control
valves 104 can be closed along with the throttling valve 106 and/or
main thrust nozzle control valve 121 (if included) to maximize an
attitude or divert maneuver. It will be appreciated that these are
merely exemplary of numerous valve position combinations that may
be implemented, and that the valve position combinations may vary
depending, for example, on the types of valves that are used (e.g.,
fluidic valve, poppet valve, pintle valve, etc.).
[0024] The systems and methods disclosed herein provide for the
selective or collective control of solid propellant burn rate,
combustion chamber pressure and pulse shapes, and propellant gas
flow. The systems and methods thus conserve propellant utilization,
which can extend burn duration, range, and mission flexibility of
projectile systems and backup power systems. The disclosed systems
and methods provide increased efficiency and increased thrust
control flexibility relative to current systems and methods, and do
so with an overall lighter weight system.
[0025] While at least one exemplary embodiment has been presented
in the foregoing detailed description of the invention, it should
be appreciated that a vast number of variations exist. It should
also be appreciated that the exemplary embodiment or exemplary
embodiments are only examples, and are not intended to limit the
scope, applicability, or configuration of the invention in any way.
Rather, the foregoing detailed description will provide those
skilled in the art with a convenient road map for implementing an
exemplary embodiment of the invention. It being understood that
various changes may be made in the function and arrangement of
elements described in an exemplary embodiment without departing
from the scope of the invention as set forth in the appended
claims.
* * * * *