AIAA 2009-5485

45th AIAA/ASME/SAE/ASEE Joint Propulsion Conference & Exhibit

2 - 5 August 2009, Denver, Colorado

Preliminary Design and Analysis

for the LE-X Engine Components
Makoto KOJIMA1, Hideo SUNAKAWA, Akihide KUROSU, Masaharu UCHIUMI and Koichi OKITA
Japan Aerospace Exploration Agency, Tsukuba, Ibaraki, Japan, 305-8505
Akira OGAWARA2, and Tadaoki ONGA
Mitsubishi Heavy Industries, Ltd., Komaki, Aichi, Japan, 485-856
and
Tsutomu Mizuno 3 and Satoshi Kobayashi
IHI Corporation, Mizuho, Tokyo, Japan,190-1297

JAXA is planning to develop the next booster engine called LE-X with higher reliability
and at significantly reduced cost. The LE-X is under study for the future expendable
launcher (post H-2A) with enhanced reliability and at reduced cost. We aimed to achieve
significant cost reduction by drastic simplification of the components and innovation of the
manufacturing process. In 2007, we had optimized the engine baseline configuration. We
examined components designs which have potentially achieved cost-cutting targets. This
paper reports the progress of the component design. The key design of each component
described. At the present, it appears that preliminary design of the LE-X components is
successfully conducted. Feasibility of the components designs and the manufacturing process
was confirmed.

I. Introduction

AXA is planning to develop the next booster engine called LE-X with higher reliability and at significantly
reduced cost. The LE-X is under study for the future expendable launcher (post H-2A) with enhanced reliability
and at reduced cost. LE-X aims high reliability by design-reliability, low cost for competitive standing in the world,
and moderate performance designed for the next flagship Japanese launch vehicle. These need to be balanced to
meet requirements.
Early-stage feasibility study of LE-X engine system and fundamental studies of LE-X components had been
completed by 2006. In 2007, the engine baseline configuration had been optimized from the aspect of cost reduction
activities. Figure 1, 2 shows LE-X engine base configuration schematic diagram and 3D layout model. Significant
cost reduction will be achieved by drastic simplification of the components and innovation of the manufacturing
process. In 2008, the components designs which have potentially achieved cost-cutting targets have been examined.
This paper reports the progress of the components design. The key design of each component described as follows.

II. Engine cost analysis

To be competitive rockets and engines, it will be important to reduce costs. First of all, cost of Japanese
traditional rocket engine was analyzed. And the result indicated that reducing components and manufacturing
process proved to be effective. So we decided to simplify the engine system.

Engineer, Space Transportation Propulsion Research and Development Center, kojima.makoto@jaxa.jp

Administrator, Liquid Rocket Engine Designing Section
3
Professional Engineer, Space technology Group, Reseach & Engineering Division.
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On the other hand, we analyzed manufacturers' cost of the main combustion chamber, injector and nozzle. As a
result, it developed that simplification of manufacturing method proved to be effective. So we consider the adoption
of simplified manufacturing method to LE-X each component.
LH2
LOX

MIX
OTP

MFV

MOV
FTP
CCV

MCC

TCV

NE

Fig.2 3D engine layout model

Fig.1 LE-X engine schematic diagram

III. The Main Combustion Chamber (MCC)

A. Simplification of manufacturing for MCC
MCC is the heaviest component of the LE-X and the main driver for the engine gross cost.
Pratt & Whitney Rocketdyne (PWR)s hot isostatic pressure (HIP) bonding technology was selected as the
candidate to fabricate combustion chamber at significantly low cost. This technique, which has potentially low cost
fabrication advantages compared to traditional Japanese combustion chamber fabrication technique, involves the
brazing of a coolant liner and outer jacket. In 2007, material properties test after typical HIP brazing thermal cycle
and flat panel bonding test demonstration were carried out. As a consequence, HIP bonding process of OMC copper
alloy was successfully demonstrated. In 2008, we conducted further material properties tests to examine effects of
HIP and heat treatment about OMC. Furthermore, tensile tests of brazing part were conducted to examine
mechanical characteristic. Additionally, we conducted fabrication tests at near full scale by flow forming method.
B. Prototype deign approach for MCC
Based on result of MCC design in 2007, we assessed trade-off among materials for coolant liner, outer jacket
and manifolds. We evaluated weight, cost, strength, life and manufacturability of FE-based superalloy and stainless
alloy as candidate for outer jacket. Specific engine design was conducted with selected material as follow.
The results of above fabrication tests were reflected in design for coolant channel and wall thickness of coolant
liner. Then, based on results of FEM analysis, thickness of pressure vessel part was decided. We changed manifold
shape to uniformize pressure distribution, based on CFD analysis.
On the other hand, as reliability assessment, we assessed failure mode and risks using FMEA for MCC. Design
changes were conducted to mitigate these risks for selected critical parts.
Figure 3 illustrates latest combustion chamber assy of prototype LE-X.
About lower MCC, Further specific design will be conducted to fix design for prototype engine MCC.
On the other hand, technology development activities have been conducted to mitigate development risks. In
order to improve the life evaluation process for MCC, several material tests will be performed. From these results,
interaction creep and fatigue of OMC will be evaluated. Moreover, conjugated combustion and heat transfer
simulation has been built for prediction of regenerative cooling.

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IV. Injector
A. Eliminating LOX inlet manifold
Eliminating the LOX inlet manifold can effectively reduce the production cost of the LE-X injector. CFD
simulation was conducted to estimate the effect of LOX inlet manifold elimination. The velocity bias could be seen
around inlet orifice of LOX elements. The velocity bias potentially affects engine system in terms of combustion
instability, mixture-ratio bias, regenerative cooling condition, and combustion efficiency. We figured out the several
solutions that terms described below to reduce the velocity bias.
To form LOX inlet port in tapered shape.
To increase distances of LOX inlet port to inlet orifice of the LOX elements by increasing volume of
dome.
To turn LOX inlet angle at small.
The unmodified model is shown in Fig.4. The modified model is shown in Fig.5. CFD simulation of these
models was conducted to estimate the effect of the solution. The results are shown in Fig.6-10. These show that the
solution reduce the velocity bias, flow rate bias and static pressure bias to the same level as established model which
has LOX inlet manifold.
Subscale water flow test was performed to investigate the effect of the solution. To estimate the velocity bias,
flow rate in each LOX post was measured. Then the velocity in LOX dome was measured by visualization of tracer
flow. The result of the measurement was compared with that of the CFD simulation. It was confirmed that the
solution reduce flow rate bias to the same level as established model which has LOX inlet manifold. However, there
is flow rate distribution difference between experimental results and CFD results under certain conditions. It seemed
that the main factors of the difference were turbulence model, computational grid and boundary conditions for the
CFD simulation. And, for the modified model, it was confirmed that reducing flow bias in experimental result and
CFD result. So, we decided to begin the primary design of the prototype engines injector based on these results.

LOX dome

Fig.4 Unmodified model

Fig.5 modified model

Fig.3 Prototype LE-X chamber assy

0.25

0.25

+2.0 %

+2.0 %

+1.0 %

0.2

+1.0 %

0.2

-1.0 %

-1.0 %
0.15

0.15

-2.0 %

0.1

-2.0 %

0.1

0.05

0.05

LOX
Y[m]

Y[m]

LOX
0

-0.05

-0.05

-0.1

-0.1

-0.15

-0.15

MAX

MAX
-0.2

-0.25
-0.35

-0.2

MIN
-0.3

-0.25

-0.2

-0.15

-0.1

-0.05

0
X[m]

0.05

0.1

0.15

0.2

0.25

0.3

-0.25
-0.35

0.35

MIN
-0.3

-0.25

-0.2

-0.15

-0.1

-0.05

0
X[m]

0.05

0.1

0.15

0.2

Fig.7 Flow rate bias at modified model

Fig.6 Flow rate bias at unmodified model

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0.25

0.3

0.35

LOX inlet manifold

Fig.8 Velocity distribution(left), static pressure

distribution (right) at established model with LOX inlet
manifold

Fig.10 Velocity distribution(left),

distribution (right) at modified model

static

Fig.9 Velocity distribution(left), static

distribution (right) at unmodified model

pressure

pressure

B. Prototype design approach of injector

Prototype injector was designed in the aspect of combustion instability, structural intensity and static pressure
distribution on a trial basis. Acoustic analysis was conducted to assess combustion instability. Structural eigenvalue
analysis was conducted for injection elements to avoid resonance with MCC. Main injection elements were
modified to meet the required pressure drop and injection velocity ratio. It was confirmed that structural design of
the injector was validated with FEM analysis. CFD analysis was performed to estimate the distribution of LH2
velocity and static pressure as shown in Fig.11.
Figure 14 illustrates the injector of prototype LE-X. To compare the injector of prototype with established
injector and unmodified injector, Figure 12 and 13 illustrate these injectors.
Velocity
distribution

Static
pressure
distribution

Fig.12 Injector of established model

Fig.11 CFD results of velocity distribution and static
pressure distribution for LH2

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Fig.14 Injector of prototype LE-X

Fig.13 Injector of unmodified model

V. Nozzle
C. Spin forming process
From the cost prediction of the LE-X engine nozzle, machining process for single sheet metallic nozzle is mainly
the cost driver for nozzle fabrication. A spin forming process, which has been adopted to manufacture the propellant
tank-dome of H-2B launch vehicle, has a potential to realize significant cost reduction, compared to the
conventional machining process. The subscale manufacturing test for the LE-X engine nozzle was conducted to
confirm manufacturing condition. Figure 15, 16 shows the experimental apparatus and test specimens. The test
clarified the impact of roller motion numbers, direction and speed of the spinning pass on forming accuracy. Fig.17
showed effect of spinning pass pattern. Based on these results, the manufacturing conditions were determined.
Additionally, we conducted material properties tests to examine effects of spin forming and heat treatment. As a
result, no significant strength reduction was recognized. So, we decide to move to near full scale test phase.
Material

Shape

Roller

Unshape

Mold

Fig.15 Experimental apparatus

subscale spin forming test

Fig.16 Test specimens by spin forming

of

Gap between mold and

inner face of material

Unmodified
pass pattern
Roller

Gap between mold and

inner face of material

Material

Forming accuracy
improvement
Modified
pass pattern

Mold

Distance from spin forming start position

Distance from spin forming start position

Fig.17 Effect of spinning pass pattern on forming accuracy

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D. Powder metallurgy
To reduce manufacturing cost, we have considered the adoption of powder metallurgy. Metal Injection Molding
(MIM) which was one of the powder metallurgy technique was selected as manufacturing method for film cooling
gas nozzle (Fig. 18) to meet the required forming accuracy.
Material properties tests were carried out to select material for the film cooling gas nozzle. As an example, some
of the experimental results of INCO625 are shown in Fig.19. Almost all of the material properties which includes
yield stress, ultimate stress, Youngs modulus, linear expansion coefficient and heat conductivity of INCO625 by
MIM were in agreement with that of forging and casting INCO625. However, certain the material properties which
includes elongation, reduction of area, low cycle fatigue strength and fracture toughness of INCO625 by MIM were
much lower than that of forging and casting INCO625. It is considered that inadequate molding conditions cause the
material defect. So, it is necessary to improve the molding conditions.
INCO625AMS5666
INCO625 forging
INCO625AMS5401
INCO625 casting
INCO625
INCO625 forging
INCO625_MIM
INCO625 MIM

2
Tension
strength
[kgf/mm
]

150

Film cooling gas

100

50

Fig.18 Film cooling gas nozzle

500

1000

1500

Temperature
[K]

Fig.19 Tension strength of INCO625

VI. Valves
The LE-X is planned to have the ability of adjusting thrust and mixture ratio in the engine operation. MOV
(Main Oxidizer valve) and TCV (Thrust Control Valve) of the LE-X are designed to be driven by electric actuator
and be able to control propellant flow rate continuously, monitoring the signal of some sensors such as chamber
pressure, for adjusting its thrust and mixture ratio. This automatic control of thrust and mixture ratio will reduce the
engine performance dispersion and number of acceptance hot firing tests before launch, which leads to less cost and
more payload weights.
In 2008, the conceptual designs of the LE-X electric valves are fixed using QFD, FMEA, etc. To confirm the
feasibility of the conceptual design, feasibility tests at full scale using LE-7A MOV flow part was conducted at
ambient and liquid nitrogen temperatures. To assess quantitatively, analysis models were constructed. From the test
results, we will evaluate control and heat transfer characteristics of the valve system. The seal characteristics
involves frictional and leak of shaft seal and main seal were in agreement with analysis results. The control
characteristics involves response were in agreement with analysis results too. In contrast, the heat transfer
characteristic doesnt agree with the analysis results, temperature of the actuator I/F part is lower than that by the
analysis. Therefore, to confirm heat buildup by the coil of the actuator, temperature distribution was measured. The
results of the test were in agreement with analysis results.

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VII. Turbopump
The LE-Xs fuel turbopump (FTP) suctions about 50kg/s of liquid hydrogen (LH2) from a fuel tank and
pressurizes from 0.5MPa to 18MPa to inject it into the high pressure combustion chamber. Likewise the oxidizer
turbopump (OTP) pressurizes 280kg/s of liquid oxygen (LOX) from 1MPa to 17MPa. Because expander bleed cycle
as the simplest engine system is adopted to achieve the reliability and low cost of whole the LE-X engine, extremely
high turbine performance is required.
In order to attain an optimal balance among required performance, high reliability and low cost, the LE-X
turbopumps are being studied using a sophisticated approach supported by advanced simulation technologies.
A. Fuel Turbopump (FTP)
The FTP is recognized as a potentially high risk component because the turbine efficiency is one of the main
drivers of engine system performance. In addition, the expander bleed cycle needs high-pressure ratio turbine for
FTP due to its schematic configuration. Therefore, it is important to estimate turbine efficiency precisely. 2stage
impulse turbine is adopted for FTP. The performance and structural strength of the 1st stator vane and 1st rotor vane
of supersonic turbine were estimated by CFD / FEM. Then, the optimum design was determined by using the
orthogonal array similar to inducer. In order to verify the CFD analysis, turbine rig test will be conducted.
A single-stage impeller with a two-stage inducer is adopted to achieve high pump efficiency and short-length
disk-shaft. In order to realize robust throttling operation, the shaft length is an important parameter for avoiding
critical speed.
Hydrodynamic characteristics, cavitation instability and rotor dynamics of two-stage inducer are evaluated by
CFD. Based on the results, the number of rotor blade was decided for each stage. The design parameters which
affect the inducer performance and instability were extracted. To determine the optimum inducer design, each
design parameter allocated to the orthogonal array. Using the orthogonal array, response surface of each evaluation
function is calculated. Based on the results, the optimum inducer design was determined. In addition, experimental
water flow test was performed to investigate the performance of the inducer. Pump-head and suction performance
are in agreement with analysis results. Currently, we conduct benchmark activities with CNES. After trading the
inducer each design and fabricate between each other, benchmark tests will be performed in each test facility.
The simple configuration of single-stage impeller also contributes to cost reduction and high reliability. We
consider the adoption of open impeller to single-stage impeller of FTP. To confirm the feasibility of open impeller
design, experimental open impeller was designed based on close impeller of LE-7A FTP. Hydrodynamic
characteristics and structural strength of the open impeller are evaluated by CFD / FEM. Then, the optimum design
was determined by a method similar to inducer. Based on the results, experimental water flow test was performed to
investigate the design approach of the open impeller.
Figure 20 shows topics of LE-X FTP.
B. Oxygen Turbopump (OTP)
The oxygen turbopump consists of a single-stage impeller with a traditional single-inducer, and a two-stage
turbine. The OTP turbine efficiency is also an important parameter as the FTP because the turbine efficiency has a
large impact on turbine diameter and weight. The inlet temperature and pressure of OTP turbine are low compared
to the FTP, therefore relatively large turbine is required to generate sufficient energy. Similar to the FTP, the
performance and structural strength of the 1st stator vane and 1st rotor vane of supersonic turbine were estimated by
CFD / FEM. Then, the optimum design was determined by using the orthogonal array similar to the FTP.

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Inducer

Water flow test

CFD

Impeller
Turbine

Close

3D model

Open
FEM

FEM
CFD
Fig.20 Topics of LE-X FTP

VIII. Summary

Preliminary design of main combustion chamber is almost finished. Fabrication tests are successfully
conducted.
Preliminary design of injector without LOX inlet manifold is conducted based on the results of subscale test
and CFD.
Subscale manufacturing tests for nozzle are conducted to confirm manufacturing condition.
Feasibility tests for valves are conducted to validate of analysis models.
The feasibility of turbopump designs using orthogonal array and advanced simulation technologies are
confirmed by tests.

References
Sunakawa, H., Kurosu, A., Okita, K., Sakai, W., Maeda, S. and Ogawara, A.: Automatic Thrust and Mixture
Ratio Control of LE-X, AIAA2008-4666, 2008.
Kurosu, A., Sunakawa, H., Yamanishi, N., Okita, K., Ogawara, A., Onga, T., LE- X - Japanese Next Liquid
Booster Engine- AIAA2008-4665, 2008
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