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航天飞机发动机使用的由液体推进剂冷却燃烧室的现有技术水平是第三代设计,这个方案是从不断满足高工作压力以及航天器重复使用性的需要而演变过来的。历史事实表明,重大的先进冷却技术的出现大约以10年为一周期,每个周期一般使工作压力增加400%或较大地提高了重复使用性。以前的技术包括第一代双壁钢套,它用在压力为220磅/英寸~2的V-2火箭和空蜂火箭上;第二代是用金属丝缠绕的双锥形管束式组件,它用于压力为800磅/英寸~2的大力神Ⅰ、Ⅱ、Ⅲ以及压力为1000磅/英寸~2的F-1发动机上;第三代设计是使用铣槽式的高传热内衬和电镀镍外套,它适用于工作压力为3200磅/英寸~2·绝的单程飞行航天飞机主发动机。但是,还未能实现不加维修进行55次飞行任务的目标。未来的单级入轨发动机方案会进一步把工作压力提高到6000至10000磅/英寸~2,且发动机的重复使用能力也将超过航天飞机的55次飞行目标。第四代的冷却方法将要求达到这些雄伟的目标。这些新的设计将需要综合的冷却技术,包括再生冷却和发汗冷却,这些技术需要经改进的耐高温材料和新的制造工艺相配合。本文讨论了第三代设计的局限性、选择推进剂/冷却剂的影响以及未来的第四代冷却技术的工作原理。
The state of the art of cooling combustion chambers with liquid propellants used by space shuttle engines is the third generation design evolving from the constant demand of high operating pressures and the reusability of spacecraft. Historical facts show that the emergence of major advanced cooling technologies takes a period of about 10 years, with each cycle generally increasing working pressure by 400% or greatly increasing reusability. Previous technologies include the first generation of double walled steel sleeves for use on V-2 rockers and empty bee rockets at pressures up to 220 psi; the second generation is a double-cone tube bundle wound with wire, It is used on Hercules I, II, III at pressures up to 800 psi and F-1 engines at pressures up to 1000 psi; third-generation designs are milling-type high-heat- And nickel-plated coat, it is suitable for working pressure of 3200 pounds / inch ~ 2 · one-way space shuttle main engine. However, the goal of carrying out 55 missions without maintenance has yet to be achieved. The future single-stage rail-or-entry engine program will further increase work pressure to 6,000 to 10,000 pounds per square inch and the reusability of the engine will exceed the space shuttle’s 55-flight target. The fourth generation of cooling methods will require achieving these majestic goals. These new designs will require integrated cooling technologies, including regenerative and sweat cooling, that require improved high temperature materials and new manufacturing processes. This article discusses the limitations of third generation design, the choice of propellant / coolant effects, and the fourth generation of cooling technology in the future.