I agree. A purge on the fuel side would be a good idea.
Asa Anderson
On May 30, 2016, at 10:36 PM, Lloyd Droppers
<ldroppers@xxxxxxxxx<mailto:ldroppers@xxxxxxxxx>> wrote:
Kyle,
Looks like the start of a workable system to me. If you're looking for input I
would say
- It would be nice if the pneumatic system didn't require the LOX pressurant
system pressure on to operate, mostly so you can check out valves with a safed,
unpressurized system. On test stands I have worked on the pnuematics are
usually compressed air, which is not connected to the pressurant system at all.
If you want to use the pressurant N2 for the pnuematics that is fine, probably
better actually, but I would recommend a regulator from the N2 source directly
to the pnuematics with its own manual isolation valve.
-A purge on the Fuel side is a good idea, and if you are going to do
regenerative engines it is probably a requirement.
-For test stands the vent valves are usually normally open. This allows for
venting if you lose power which is good for a test stand.
- Speaking of vents valves, make sure that your LOX vent is sized appropriately
for venting and fill. Undersized LOX vents lead to veeerrryyy long fill times,
or the need for high pressure fills.
-Likewise if you use N2 for LOX pressurization ensure the valve is sized to
deal with the extra N2 from cooling (first pass just assume the N2 instantly
goes to 90K, i.e. you need 3x an equivalent RT volume), and make sure you have
a diffuser of some sort on the pressurization inlet.
-I would put the filter on the LOX fill between the fill quick disconnect and
the tee, so that you don't backflow the filter when you dump LOX.
-Also the fill side on the LOX between the QD, Dump Valve(A5) and Fill
Valve(A1) is a trapped cavity, thus you should have a relief valve or burst
disk for a cryogenic.
-I don't know why A5 can't be a manual valve?
-On the fuel fill what is your plan for filling? i.e. are you pulling a vacuum
on the tank, gravity filling, or filling with a pump?
-I attached a sketch of a rocket engine P&ID symbol. That motor box hurt my
soul :)
But these comments are just changes I would do to make life easier, I think as
drawn the system is certainly workable. Good luck, and it is always nice to see
the work that you guys are doing at PSAS.
Lloyd
On Tue, May 31, 2016 at 4:02 PM, Kyle Meeuwsen
<meeuwsen.engr@xxxxxxxxx<mailto:meeuwsen.engr@xxxxxxxxx>> wrote:
Hello All,
Below is a link to our updated PID.
https://imgur.com/6Wp8E9q<https://urldefense.proofpoint.com/v2/url?u=https-3A__imgur.com_6Wp8E9q&d=BQMFaQ&c=euGZstcaTDllvimEN8b7jXrwqOf-v5A_CdpgnVfiiMM&r=ND7kxcLR8Ff8DOIuaYDM5A&m=Q9x9Hoc85UbZgGIru70FRc-H1EXXdezETwGvI0hoR0A&s=yHOj1pWQ2m0td9rSPTQIh6lNg3KJUj0tEZBnRqyIQpo&e=>
Below are some call-outs for symbol reference (LOX and Ethanol sides are
relatively symmetric and so I am only calling out some unique symbols on the
LOX side and pressure drops)
I am sorry for not including a key. Additional tasks kept popping up on this
PID which kept me from posting it for review but I had to just call it finished
to get it on Arocket. I am hoping that the symbols are relatively "Industry
Standard"
S1: Pressure Transducer
V1: Manual Valve
Above V1: Filter
L1: Pressure Regulator (~2000 PSI to ~600 PSI)
L3: Pressure Regulator (~600 PSI to ~150 PSI)
V3 Solenoid Operated Valve
F1: Check Valve
S7: Pressure Switch
L5: Pressure Relief Valve
A1: Pneumatic Operated Valve
If you see anything concerning please let us know. Otherwise we will move
forward with this design. Thank you again all of you for your input which has
gotten us this far.
Best,
Kyle Meeuwsen
<Engine Symbol.jpg>