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1 Propellant Tanks
tanks and ~ 6.0 MPa for solid propellant tanks). The spherical tank configuration provides the
highest structural efficiency for a pressure vessel1 and is the ideal layout for a small, highpressure tank.
A.5.2.1.3.2 Inter-tank Couplers
The inter-tank couplers connect the pressurant tank to the oxidizer tank, and the oxidizer tank to
the fuel tank. They are designed as cylindrical skin sections with longitudinal and hoop
stiffeners, and are designed to carry axial and shear load at maximum flight g-loading.
ox _ hoop
ox _ axial
2 ttan k _ ox
4
(A.5.2.1.4.1)
(A.5.2.1.4.2)
where ox_hoop is the hoop stress in the oxidizer tank (Pa), ox_axial is the axial stress in the oxidizer
tank (Pa), Pox is the internal pressure in the oxidizer tank (Pa), gmax is the maximum in-flight
acceleration (m/s2), h is the height of the fluid level (m), ttank_ox is the thickness of the tank wall
(m) and Dox.is the diameter of the oxidizer tank (m).
We then subject the model to further failure mode analyses, buckling and bending, and either add
structure or increase the wall thickness as needed to meet our strength requirements.
Tank buckling strength is calculated by using Bakers buckling criteria 3 (Eqs. A.5.2.1.4.3) for
unpressurized tanks, and using experimental data from Bruhn Figure C8.114 for pressurized
cylinders to determine the proportional increase in strength due to pressurization.
2 k s E
Pcr
12 1 2
t
L
(A.5.2.1.4.3a)
2 L2
2
1
D t
(A.5.2.1.4.3b)
k s 0.85 z 0.75
(A.5.2.1.4.3c)
(A.5.2.1.4.3d)
where Pcr is the critical buckling stress of the structure (Pa), ks is the buckling coefficient, E is the
Youngs Modulus of the material (Pa), is the Poissons Ratio of the material, t is the thickness
of the inter-tank coupler (m), L is the length of the inter-tank coupler (m), D is diameter of the
tank (m), Pcr is the non-dimensionalized increase in critical buckling strength (see Section
A.5.2.1.6.2) and Pcr_press is the critical buckling stress of a pressurized tank, (Pa).
Tank bending strength is assessed using test data from Bruhn Figure C8.13a 4 for unpressurized
cylinders and deriving the increase in tank bending allowable due to pressurization from Bruhn
Figure C8.144 for pressurized vessels.
Similar to the oxidizer tank, the pressurant tank is manufactured from spun Aluminum 7075 in
two hemispheres and joined together with a full thickness weld. Due to the higher criticality of
the tank, the weld of the pressurant is to be fully radiographically tested after manufacture.
Fortunately, as the pressurant feed tank is smaller than the oxidizer tank, this is easily achieved.
The pressurant tank is designed to withstand a wall stress calculated from Eq. (A.5.2.1.4.4).
press
(A.5.2.1.4.4)
where press is the stress in the pressurant tank (Pa), Ppress is the internal pressure in the pressurant
tank (Pa), gmax is the maximum in-flight acceleration in (m/s 2), h is the height of the fluid level
(m), ttank_press is the thickness of the tank wall (m), and Dpress.is the diameter of the pressurant tank
(m).
The LITVC tank is found in the second stage of the rocket, and is designed as a spherical tank to
similar principles as the pressurant tank. We place the tank near the nozzle throat. If the need
arises, the LITVC tank could be redesigned as a toroidal tank, but this will require additional
work not covered in this report.
The LITVC tank is designed to withstand a wall stress calculated from Eq. (A.5.2.1.4.5).
LITVC
(A.5.2.1.4.5)
where LITVC is the stress in the LITVC tank (Pa), PLITVC is the internal pressure in the LITVC tank
(Pa), gmax is the maximum in-flight acceleration (m/s 2), h is the height of the fluid level (m),
ttank_LITVC is the thickness of the tank wall (m) and DLITVC is the diameter of the LITVC tank (m).
1.1264 m
1.1527 m
The inter-tank couplers are manufactured from rolled Aluminum sheet welded at the seams, with
equally spaced I-section hoops and z-section stringers riveted to the inside walls.
We design the inter-tank couplers to withstand axial loads by satisfying the Baker buckling
criteria3:
Pcr
2 k s E
12 1 2
(A.5.2.1.4.6)
where Pcr is the critical buckling stress of the structure (Pa), ks is the buckling coefficient, E is the
Youngs Modulus of the material (Pa), is the Poissons Ratio of the material, t is the thickness
of the inter-tank coupler (m) and L is the length of the inter-tank coupler (m).
I-section hoops are added in evenly spaced increments until the inter-tank coupler meets or
exceeds the buckling criteria.
We also design the inter-tank couplers to withstand shear loads using the following relations for
shear stress:
y
Br Ar t skin r 2 r 1
6
yr
I xx Br yr 2
y
2 r 1
yr
(A.5.2.1.4.7a)
(A.5.2.1.4.7b)
S y
Br yr
I xx
q
r r
t skin
qr
(A.5.2.1.4.7c)
(A.5.2.1.4.7d)
crit max r su
(A.5.2.1.4.7e)
Sy
t_skin
where tskin is the skin thickness in m, is the angle between stringers (rad), yr is the vertical
distance from shear center to stringer r (m), Ar is the area of stringer r (m2), r is the stringer
number, Ixx is the area moment of inertia (m4), qr is the shear flow through stringer r (N/m), r is
the shear stress through stringer r (Pa), Sy is the shear force at shear center (N).
nonexistent engine mass budgeted for the solid/hybrid motor, but further work will have to be
done in the area of thermal protection for more detailed design of the solid/hybrid motor. In
addition, the solid rocket motor used in the second stage requires a separate tank for LITVC,
which is accounted for in the MATLAB code.
References
1
Huzel, D.K., Huang D.H. Design of Liquid Propellant Rocket Engines, NASA SP-125, pp 329-352
Megyesevy, E.F., Pressure Vessel Handbook, 10th Edition, Pressure Vessel Publishing, pg 172
Baker, E.H., Kovalevsky, L., Rish, F.L., Structural Analysis of Shells, Robert E. Krieger Publishing Company,
Bruhn, E.F., Analysis and Design of Flight Vehicle Structures, Jacobs Publishing, 1973, Chapter C8 pgs. 347-353
National Aeronautics and Space Administration, External Tank Thermal Protection System, FS-2005-04-10-
www.insulation.org/articles/article.cfm?id=IO51204