Rear port

The compressed, heated air is supplied to the ramburner through the air injection ports. Two types of air-injection ports, forming a so-called multi-port, are shown in Fig. 15.14 the forward port (two ports) and the rear port (two ports). The multi-port is used to distribute the airflow to the ramburner 34% is introduced via the forward port and the remaining 66 % via the rear port. The combustible gas formed by the combustion of the gas-generating pyrolant is injected through the gas injection nozzle and mixed with the air in the ramburner, and the burned gas is expelled form the ramburner exhaust nozzle. The pressures in the gas generator and the ramburner are measured by means of pressure transducers. The temperatures in the gas generator and the ramburner are measured with Pt-Pt/13%Rh thermocouples. 

For sequential imaging of TIRF using the laser and then IRM using the epi-illumination, use the Selection Prism (arrow b in Fig. lb) at the junction of the split box at the rear port (beamsplitter) to allow 20% transmittance from the epi-il-lumination and 80% laser beam power to be routed to the sample (rrrNote 15). 

The combustion gas of an internal burning of a propellant flows along the port of the propellant If the nozzle attached to a rocket motor is removed, the pressure in the port becomes equal to atmospheric pressure and no sonic velocity is attained at the rear-end of the port. Then, no thrust is generated by the combustion of the propellant However, if the mass burning rate of the propellant is high enough to choke the flow at the rear-end of the port, the pressure in the port is increased and the flow reaches sonic velocity. The increased pressure in the port is converted into thrust. The thrust F is represented by... 

An adaptation of Eq. (14.38) for a nozzleless rocket indicates that the port area increases as the burning surface of the propellant regresses, decreases and Aj increases, and so the choked condition is varied. Thus, the thrust generated by the nozzleless rocket is determined by the relationship of the mass generation rate in the port and the mass discharge rate at the rear-end of the port.I - l... 

Let us consider a gas flow in a port of an internal-burning propellant. The cross-sectional area of the port is assumed to be constant throughout the port from the head-end to the rear-end, i. e., the port is one-dimensional along the flow direc-tion.I l The mass discharge rate from the rear-end of the port, m, is given by... 

It should be noted that the gas flow process in the port is not isentropic because mass and heat addihons occur in the port. This implies that there is stagnation pressure loss and so the specific impulse is reduced for nozzleless rockets. When a convergent nozzle is attached to the rear end of port, the static pressure at the port exit, Pj, continues to decrease to the atmospheric pressure and the specific impulse of the nozzleless rocket motor is increased. The expansion process in a divergent nozzle is an isentropic process, as described in Section 1.2. 

When the airflow induced from the atmosphere is introduced through the singleport intake, the mixture formed in the forward part of the ramburner is fuel-lean because all the air induced from the single-port air-intake is introduced into the forward part. Thus, an excess-air mixture (fuel-lean mixture) is formed, the temperature of which becomes too low to initiate self-ignition. However, when a multi-port intake is used, the airflow is divided into two separate flows, entering at the forward part and the rear part of the ramburner. At the upstream flow, the air-to-fuel ratio can be made stoichiometric, which allows the mixture to ignite. At the downstream flow, the excess air is mixed with the combustion products and the temperature is lowered to increase the specific impulse. 

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