Some pics of Vikas engine's parts:
Turbine assembly made of Inconel 718:
Redundant Injector Valve:
Main Injector Body:
Turbine assembly made of Inconel 718:
Redundant Injector Valve:
Main Injector Body:
ISRO's engines : Designs , Components & Prototypes.
- Thread starter Gautam
- Start date
Continued from above:
Hard Anodizing the fuel turbine of the Vikas engine:
Finished parts after surface coating:
Fuel & Oxidized turbopumps being assembled:
Final assembly of the full powerhead:
Hard Anodizing the fuel turbine of the Vikas engine:
Finished parts after surface coating:
Fuel & Oxidized turbopumps being assembled:
Final assembly of the full powerhead:
ISRO's L-2-5 is a hypergolic engine which uses MMH/MON propellant & produces 7.6 KN of thrust. The production of these engines is handled by ASACO Ltd. More than 100 engines have been delivered & launched successfully so far. 2 of them are used in the 4th stage (PS4) of PSLV.
This is a pressure fed engine with no gas generator & no turbopump. This makes the engine lighter, significantly easier to manufacture & assemble. However, the downside is a reduced specific impulse.
The engine was designed in the late 80s & has undergone a number of design changes over the years. This is how the powerhead of the initial batches looked like:
This is the powerhead looks like now:
You can notice the reduced plumbing & the higher expansion ratio. Cooling lines were added around the combustion chamber to get more efficient regenerative cooling:
The shroud surrounding the combustion chamber was manufactured in a number of pieces instead of a single piece to reduce cost.
These gradual improvements saw the engine lose weight & go from producing <7 kN of thrust to 7.6 kN of thrust. The specific impulse improved from 298 sec to 308 sec.
This is a pressure fed engine with no gas generator & no turbopump. This makes the engine lighter, significantly easier to manufacture & assemble. However, the downside is a reduced specific impulse.
The engine was designed in the late 80s & has undergone a number of design changes over the years. This is how the powerhead of the initial batches looked like:
This is the powerhead looks like now:
You can notice the reduced plumbing & the higher expansion ratio. Cooling lines were added around the combustion chamber to get more efficient regenerative cooling:
The shroud surrounding the combustion chamber was manufactured in a number of pieces instead of a single piece to reduce cost.
These gradual improvements saw the engine lose weight & go from producing <7 kN of thrust to 7.6 kN of thrust. The specific impulse improved from 298 sec to 308 sec.
Based on available information these were some of the materials & manufacturing challenges of the SCE-200 engine project:
Low Pressure Oxidizer Turbopump (LPOT):
The Low-Pressure Oxidizer Turbopump (LPOT) was one of the 1st major sub-assemblies to be manufactured. This turbopump is used to feed the main turbopump with LOX. Initially the materials & manufacturing process used here were the same as those used in our cryogenic engines.
The LPOT was initially made of AISI-202, AISI-301 & AISI-316L grades of austenitic stainless steel. AISI 202 austenitic stainless-steel exhibits an impressive combination of toughness & corrosion resistance and is thus used for making impellers for driving LOX at 20 K. AISI 301 & 316L stainless steel can be hardened to tensile strengths of over 2000 MPa due to phase transformation of the unstable austenite into martensite.
Material selection/production for the LPOT was not a big challenge as LPSC could draw upon their experience of developing hydrolox engines. The problem was with the thin-walled bypass tubes that were joined using conventional welding & brazing (Look at pic above).
Austenitic stainless steels tend to have low yield strength. This wasn't a big issue for our hydrolox engines as they produce significantly less thrust & operate at significantly lower pressures. Adding to the problem was the conventional welding/brazing process used to manufacture these tubes. The conventional method was causing a higher than desirable impurity inclusion levels. These inclusions in the weld would create weak spots from where material failure would start.
To overcome these problems various commercially available precipitation hardened martensitic stainless steels with BCC structure were studied. Among the various alloys studied 14-5PH, A286, 11Cr-9Ni & 12Cr-10Ni grades were found to be suitable for our application. Subsequently domestic manufacturing for these grades of steel has been established in co-operation with MIDHANI, SAIL & DMRL.
Vacuum melting is now being used to significantly reduce the impurity levels of the alloys. Also, vacuum brazing methods have been adopted to minimize impurity inclusion during the joining process.
Low Pressure Fuel Turbine (LPFT):
While making the LPFT LPSC had encountered a different set of challenges. The design of the LPFT was much more intricate with complex vanes, internal cavities etc. The internal cavities have to be manufactured with precision & with good surface finish. As such lost-wax investment casting method was adopted to manufacture many of the LPFT's parts. The material chosen was Ti-6Al-4V alloy. The alloy has excellent corrosion resistance, it is also lightweight & has very high strength.
The only other organization in India that can produce high-precision super-alloy parts using lost-wax investment casting is DMRL. DMRL uses this type of casting to produce jet engine blades for the Kaveri program. Subsequently, DMRL's help was sought to produce a large number of parts for the SCE-200 engine. Most of the turbine housings including that of the main turbopump are made using this method.
Some parts, however, just could not be made using investment casting:
The surfaces of these parts were found to be unacceptably porous. These surface pores often act as the starting points for corrosion, followed by embrittlement & eventually failure. The SCE-200 engine is supposed to operate for a nominal duration of 355 seconds. These parts wouldn't survive that long.
So conventional machining was tried:
The machined parts worked fine. But the manufacturing cost & time were 2 major drawbacks. Then Laser Powder Bed fusion 3D printing was used to make these parts. Wipro 3D was contracted to do the 3D printing work.
3D printed LPFT straightener & nozzle tip made using Ti-6Al-4V alloy:
3D printed closed impeller is used in the fuel delivery system. It is made of AlSi10Mg alloy:
All of these sub-assemblies were tested & validated individually. After that, all the sub-assemblies have been combined to form the Power Head Test Article:
The PHTA is basically the SCE-200 engine without the nozzle. This has to be tested & validated before completely integrated engines start testing. This is the last major obstacle that we have to overcome to complete this project.
It is hard to overstate the kind of infrastructure, metallurgical expertise, manufacturing capability etc. this single project has created. None of this existed before this project came about. Thus, the schedule of this project suffered greatly. However, the benefits of the groundwork laid by this project would be enjoyed by other engine development projects that come after it.
Look at the 2 upcoming Methalox engines. One of them is a 200kN class & the other a 1000kN class. Those projects were announced publicly only a few of years ago. The 200kN engine has been fabricated & started hot testing a year ago. The 1000kN engine has completed preliminary design phase & will likely start detailed design soon. Both of those engines will benefit from the capacity built-up during the SCE-200 development.
Low Pressure Oxidizer Turbopump (LPOT):
The Low-Pressure Oxidizer Turbopump (LPOT) was one of the 1st major sub-assemblies to be manufactured. This turbopump is used to feed the main turbopump with LOX. Initially the materials & manufacturing process used here were the same as those used in our cryogenic engines.
The LPOT was initially made of AISI-202, AISI-301 & AISI-316L grades of austenitic stainless steel. AISI 202 austenitic stainless-steel exhibits an impressive combination of toughness & corrosion resistance and is thus used for making impellers for driving LOX at 20 K. AISI 301 & 316L stainless steel can be hardened to tensile strengths of over 2000 MPa due to phase transformation of the unstable austenite into martensite.
Material selection/production for the LPOT was not a big challenge as LPSC could draw upon their experience of developing hydrolox engines. The problem was with the thin-walled bypass tubes that were joined using conventional welding & brazing (Look at pic above).
Austenitic stainless steels tend to have low yield strength. This wasn't a big issue for our hydrolox engines as they produce significantly less thrust & operate at significantly lower pressures. Adding to the problem was the conventional welding/brazing process used to manufacture these tubes. The conventional method was causing a higher than desirable impurity inclusion levels. These inclusions in the weld would create weak spots from where material failure would start.
To overcome these problems various commercially available precipitation hardened martensitic stainless steels with BCC structure were studied. Among the various alloys studied 14-5PH, A286, 11Cr-9Ni & 12Cr-10Ni grades were found to be suitable for our application. Subsequently domestic manufacturing for these grades of steel has been established in co-operation with MIDHANI, SAIL & DMRL.
Vacuum melting is now being used to significantly reduce the impurity levels of the alloys. Also, vacuum brazing methods have been adopted to minimize impurity inclusion during the joining process.
Low Pressure Fuel Turbine (LPFT):
While making the LPFT LPSC had encountered a different set of challenges. The design of the LPFT was much more intricate with complex vanes, internal cavities etc. The internal cavities have to be manufactured with precision & with good surface finish. As such lost-wax investment casting method was adopted to manufacture many of the LPFT's parts. The material chosen was Ti-6Al-4V alloy. The alloy has excellent corrosion resistance, it is also lightweight & has very high strength.
The only other organization in India that can produce high-precision super-alloy parts using lost-wax investment casting is DMRL. DMRL uses this type of casting to produce jet engine blades for the Kaveri program. Subsequently, DMRL's help was sought to produce a large number of parts for the SCE-200 engine. Most of the turbine housings including that of the main turbopump are made using this method.
Some parts, however, just could not be made using investment casting:
The surfaces of these parts were found to be unacceptably porous. These surface pores often act as the starting points for corrosion, followed by embrittlement & eventually failure. The SCE-200 engine is supposed to operate for a nominal duration of 355 seconds. These parts wouldn't survive that long.
So conventional machining was tried:
The machined parts worked fine. But the manufacturing cost & time were 2 major drawbacks. Then Laser Powder Bed fusion 3D printing was used to make these parts. Wipro 3D was contracted to do the 3D printing work.
3D printed LPFT straightener & nozzle tip made using Ti-6Al-4V alloy:
3D printed closed impeller is used in the fuel delivery system. It is made of AlSi10Mg alloy:
All of these sub-assemblies were tested & validated individually. After that, all the sub-assemblies have been combined to form the Power Head Test Article:
The PHTA is basically the SCE-200 engine without the nozzle. This has to be tested & validated before completely integrated engines start testing. This is the last major obstacle that we have to overcome to complete this project.
It is hard to overstate the kind of infrastructure, metallurgical expertise, manufacturing capability etc. this single project has created. None of this existed before this project came about. Thus, the schedule of this project suffered greatly. However, the benefits of the groundwork laid by this project would be enjoyed by other engine development projects that come after it.
Look at the 2 upcoming Methalox engines. One of them is a 200kN class & the other a 1000kN class. Those projects were announced publicly only a few of years ago. The 200kN engine has been fabricated & started hot testing a year ago. The 1000kN engine has completed preliminary design phase & will likely start detailed design soon. Both of those engines will benefit from the capacity built-up during the SCE-200 development.
Mastering such technologies could also help us build our very own High throw Weight Compact Liquid Fuel ICBMs like Sarmat & SLBM on League of Sineva & Layner.
Another photo of the powerhead of the LME-20 engine:
Apparently, the powerhead has already had 8 hot tests. We should see an integrated test pretty soon. CAD of the fully integrated LME-20 engine:
Apparently, the powerhead has already had 8 hot tests. We should see an integrated test pretty soon. CAD of the fully integrated LME-20 engine:
Thrust chamber fabrication tender for the LME-200 has just come up:
ISRO/LPSC just released a tender for laser powder bed fusion 3D printing of a subscale thrust chamber of the future methalox LME 1100 engine to be used on NGLV.
— Anshuman (TitaniumSV5) (@TitaniumSV5) March 7, 2024
Tender also had a CAD file with the thrust chamber design.
Tender doc and CAD file - https://t.co/nDnnOO70Qr#ISRO https://t.co/hJbJnRuEe8 pic.twitter.com/wh2fkj7ASi
Completely 3d printed using laser power bed fusion. CTTC-BBSR has some excellent powder bed machines. They had also fabricated Skyroot & Agnikul's engines prototypes.
You can clearly see the cooling channels in the model shown above. Engine development is moving at rapid pace. Cu-Cr-Zr metal powder to be used for fabrication. Tender docs attached below.
Final assembly of the full powerhead:
Photo of Srinivas Reddy, MD of MTAR Technologies with the Vikas engine powerhead:
ISRO Develops Lightweight Carbon-Carbon Nozzle for Rocket Engines, Enhancing Payload Capacity
April 15, 2024
ISRO has achieved a breakthrough in rocket engine technology with the development of a lightweight Carbon-Carbon (C-C) nozzle for rocket engines. This innovation accomplished by Vikram Sarabhai Space Centre (VSSC) promises to enhance the vital parameters of rocket engines, including thrust levels, specific impulse, and thrust-to-weight ratios, thereby boosting the payload capacity of launch vehicles.
VSSC, continuing its pioneering work in space research, has leveraged advanced materials like Carbon-Carbon (C-C) Composites to create a nozzle divergent that offers exceptional properties. By utilizing processes such as carbonization of green composites, Chemical Vapor Infiltration, and High-Temperature Treatment, it has produced a nozzle with low density, high specific strength, and excellent stiffness, capable of retaining mechanical properties even at elevated temperatures.
A key feature of the C-C nozzle is its special anti-oxidation coating of Silicon Carbide, which extends its operational limits in oxidizing environments. This innovation not only reduces thermally induced stresses but also enhances corrosion resistance, allowing for extended operational temperature limits in hostile environments.
The potential impact of this development is significant, particularly for the Indian Space Research Organization (ISRO)'s workhorse launcher, the Polar Satellite Launch Vehicle (PSLV). The PS4, the fourth stage of the PSLV, currently employs twin engines with nozzles made from Columbium alloy. However, by replacing these metallic divergent nozzles with C-C counterparts, a mass reduction of approximately 67% can be achieved. This substitution is projected to increase the payload capability of the PSLV by 15 kg, a notable enhancement for space missions.
The successful testing of the C-C nozzle divergent marked a major milestone for ISRO. On March 19, 2024, a 60-second hot test was conducted at the High-Altitude Test (HAT) facility in ISRO Propulsion Complex (IPRC), Mahendragiri, confirming the system's performance and hardware integrity. Subsequent tests, including a 200-second hot test on April 2, 2024, further validated the nozzle's capabilities, with temperatures reaching 1216K, matching predictions.
The collaborative effort involved the Liquid Propulsion Systems Centre (LPSC) at Valiamala which designed and configured the tested at IPRC, Mahendragiri which conducted the instrumentation and execution of the tests at their HAT facility.
Video:
View attachment ISRO_Develops_Lightweight_Carbon_Carbon_Nozzle_01.mp4
ISRO Develops Lightweight Carbon-Carbon Nozzle for Rocket Engines, Enhancing Payload Capacity
Successful ignition test on Semi Cryogenic Pre-Burner Ignition Test Article (PITA)
May 6, 2024
ISRO is developing a 2000 kN thrust semi-cryogenic engine working on an LOX Kerosene propellant combination for enhancing the payload capability of LVM3 and for future launch vehicles. Liquid Propulsion Systems Centre (LPSC) is the lead centre for the development of semi-cryogenic propulsion systems with the support of other launch vehicle centres of ISRO. The assembly and testing of the propulsion modules were done at the ISRO propulsion complex (IPRC), Mahendragiri. As part of the engine development, a pre-burner ignition test article, which is a full complement of the engine power head system excluding the turbopumps is realized. The first ignition trial was conducted successfully on May 2, 2024, at semi cryo integrated engine test facility (SIET) at IPRC, Mahendragiri, which was dedicated to the nation recently by the honorable Prime Minister of India. Smooth and sustained ignition of the pre-burner is demonstrated which is vital for the starting of the semi-cryogenic engine.
Semi-cryogenic engine ignition is achieved using a start fuel ampule which uses a combination of Triethyle Alumnide and Triethyle Boron developed by VSSC and used for the first time in ISRO in the 2000 kN semi-cryogenic engine. Many injector elemental level ignition tests were conducted at the Propulsion Research Laboratory Division (PRLD) facility of Vikram Sarabhai Space Centre (VSSC) for characterization. The ignition process is one of the most critical parts in the development of liquid rocket engine systems. With the successful ignition of the semi-cryo pre burner, a major milestone in the semi-cryo engine development has been achieved. This will be followed by development tests on the engine powerhead test article and fully integrated engine. The development of a semi-cryo stage with 120 tons of propellant loading is also under progress.
The successful ignition of a semi-cryo pre-burner is a major accomplishment of ISRO in the development of semi-cryogenic propulsion systems.
Successful ignition test on Semi Cryogenic Pre-Burner Ignition Test Article (PITA)
ISRO successfully conducts long-duration hot tests of Additive Manufactured Liquid Engine.
May 10, 2024
ISRO achieved a major milestone with the successful hot testing of liquid rocket engine manufactured through Additive Manufacturing (AM) technology for a duration of 665s on May 9, 2024. The engine used is the PS4 engine of PSLV upper stage.
The PS4 engine manufactured in the conventional machining and welding route has been in use for the fourth stage of PSLV which has a thrust of 7.33 kN in vacuum condition. The same engine is also used in the Reaction Control System (RCS) of the first stage (PS1) of PSLV. The engine uses the earth-storable bipropellant combinations of Nitrogen Tetroxide as oxidizer and Mono Methyl Hydrazine as fuel in pressure-fed mode and was developed by the Liquid Propulsion Systems Centre (LPSC), ISRO.
LPSC redesigned the engine making it amenable to the Design for Additive Manufacturing (DfAM) concept thereby gaining considerable advantages. The Laser Powder Bed Fusion technique employed has brought down the number of parts from 14 to a single-piece, and eliminated 19 weld joints, saving significantly on the raw material usage per engine (13.7 kg of metal powder compared to the 565 kg of forgings and sheets for conventional manufacturing process) and reduced 60% in the overall production time. The manufacturing of the engine was done in the Indian industry (M/s WIPRO 3D), and the engine was hot tested at ISRO Propulsion Complex, Mahendragiri.
ISRO successfully conducts long-duration hot tests of Additive Manufactured Liquid Engine.
Wipro 3D and ISRO Jointly Pave the Way for Sustainable Space Exploration Through Additive Manufacturing
Updated: May 31, 2024 | 6:55 PM IST
BusinessWire India
3D Printed (Additively Manufactured) Combustion Chamber for PSLV PS4 Engine
Wipro 3D, in collaboration with the Indian Space Research Organization (ISRO), celebrates a pathbreaking achievement in space technology with the successful manufacturing of the PS4 3D-printed rocket engine powering the 4th stage of Polar Satellite Launch Vehicle (PSLV). Dr V Narayanan, Distinguished Scientist and Director of Liquid Propulsion Systems Centre (LPSC), ISRO lauded the accomplishment during his recent visit to the Wipro 3D's facility.
The Polar Satellite Launch Vehicle (PSLV) is an expendable launch system designed to place earth observation and Scientific satellites into precise orbits enabling multiple applications like remote sensing, oceanography, cartography, mineral mapping, disaster warning etc. To ensure accurate orbital placement, the PS4 stage is equipped with advanced navigation, guidance and control systems. Its adaptability for different kinds of spacecraft missions is enhanced by its ability to support multiple restart capability and payload adapters.
This significant milestone provides the space industry with a transformative leap forward in space manufacturing enabling Additive Manufacturing technology to redefine traditional production processes. The PS4 engine, traditionally manufactured through conventional machining and welding, underwent a revolutionary redesign using Additive Manufacturing technology. Through
the adoption of Design for Additive Manufacturing (DfAM) and Laser Powder Bed Fusion (LPBF) technology, Wipro 3D and ISRO collaborated to consolidate the multiple and diversified PS4 engine intricate components into a single unified production unit, enhancing production efficiency and structural integrity.
Dr V Narayanan, Director LPSC, ISRO, expressed, "Wipro 3D's expertise in Additive Manufacturing has been instrumental in realizing our vision for sustainable space exploration. The successful integration of the 3D-printed PS4 engine into our mission marks a significant milestone for ISRO and sets new standards of advanced manufacturing in the space industry."
Yathiraj Kasal, GM & Business Head, Wipro 3D, expressed, "We're honoured to collaborate with ISRO on this pioneering project, highlighting the potential of advanced manufacturing in Space. This partnership not only advances ISRO's 'Make in India' initiative but also promotes domestic innovation and manufacturing. It is an honour and a privilege to manufacture the PS4 engine for the PSLV vehicle. We are eagerly awaiting the successful second round of testing to fly high alongside ISRO."
He continued, "With ISRO's backing, this project embodies their commitment to sustainable and cost-effective space missions, facilitating rapid design iterations and enhancing launch efficiency. We extend our sincere gratitude to Dr V Narayanan and the exceptional ISRO team for their trust in us. As we enter into the project's next phase, we are totally dedicated to providing unwavering support to ensure its success."
The 3D-printed PS4 engine, featuring integral complex cooling channels, prioritizes sustainability and efficiency in its design, with minimal material wastage and post-print machining operations. Rigorous testing of the hardware at the state-of-the-art facilities at ISRO Propulsion Complex in Mahendragiri confirmed the engine's performance under real-world conditions, meeting the design safety and efficiency standards.
The key performance metrics of the ISRO 3D-Printed Rocket Engine extended duration test included optimal chamber pressure, fuel management, combustion efficiency, and specific impulse (Isp). ISRO's adoption of additive manufacturing offers superior precision, minimal resource utilization, and significant reductions in material wastage and production time.
(ADVERTORIAL DISCLAIMER: The above press release has been provided by BusinessWire India. ANI will not be responsible in any way for the content of the same)
Disclaimer: No Business Standard Journalist was involved in creation of this content
https://www.business-standard.com/c...gh-additive-manufacturing-124053101661_1.html
Apparently, another PITA hot-firing test happened last month. No further details as of yet.
#ISRO successfully completed the second short duration (2.5 sec) ignition test of the SCE-200 Pre-Burner Ignition Test Article (PITA) on May 21. 🔥
— ISRO Spaceflight (@ISROSpaceflight) July 9, 2024
(Below image is from a previous PITA test) pic.twitter.com/DzvQIfwGRS
PHTA hot firing tests should be the next step after PITA.
A small clip showing SCE-200 powerhead:
View attachment SCE-200_engine_edit - resize-480p.mp4
View attachment SCE-200_engine_edit - resize-480p.mp4
IPRC has issued a tender for a cryogenic tank to store LNG(~liquid methane).
— Anshuman (TitaniumSV5) (@TitaniumSV5) November 11, 2024
This tank is likely going to be installed at the semi-cryo engine test facility to support future methalox prototype engines/LME-1100 tests.
Tank capacity is ~22tons.#ISRO https://t.co/Es0BXDaRFu pic.twitter.com/B7oigjRxhr
Preparing for inflight re-ignition, full nozzle cryogenic engine (CE20) undergoes test outside vacuum chamber.
December 11, 2024
This test was done with multi element ignitor and water injection system at nozzle divergent to prevent flow separation.
ISRO has successfully carried out the sea level hot test of its CE20 Cryogenic Engine featuring a nozzle area ratio of 100 at ISRO Propulsion Complex, Mahendragiri, Tamil Nadu on November 29, 2024. Performance of a multi-element igniter that is required for engine restart capability was also demonstrated during this test.
Testing the CE20 engine at sea level poses considerable challenges, primarily due to the high area ratio nozzle which has an exit pressure of approximately 50 mbar. The main concern during testing at sea level include flow separation inside the nozzle, which leads to severe vibrations and thermal problems at the flow separation plane leading to possible mechanical damage of the nozzle. In order to mitigate this issue, the flight acceptance tests for CE20 engines are currently being performed at the High-Altitude Test (HAT) facility, thereby adding complexity to the acceptance testing procedure.
To reduce the complexity related to the testing at HAT, a sea level test utilizing an innovative Nozzle Protection System was devised that has paved the way for a cost-effective and less complex procedure for acceptance testing of the cryogenic engines.
Restart of a cryogenic engine is a complex process. Major challenges are vacuum ignition without nozzle closure and use of multi-element igniter. ISRO has demonstrated vacuum ignition of CE20 engine without nozzle closure in earlier ground tests. In this test, the multi-element igniter performance was also evaluated, wherein, only the first element was activated, while the health of the other two elements were monitored.
During this test, both the engine and facility performance were normal, and the required engine performance parameters were achieved as anticipated. The indigenous CE20 cryogenic engine developed by the Liquid Propulsion Systems Centre of ISRO is powering the upper stage of the LVM3 launch vehicle and has been qualified to operate at a thrust level of 19 tonnes. This engine has successfully powered the upper stage of six LVM3 missions so far. Recently, the engine was qualified for the Gaganyaan mission with a thrust level of 20 tonnes and also to an uprated thrust level of 22 tonnes for the future C32 stage, towards enhancing the payload capability of LVM3 launch vehicle.
Preparing for inflight re-ignition, full nozzle cryogenic engine (CE20) undergoes test outside vacuum chamber.
December 11, 2024
This test was done with multi element ignitor and water injection system at nozzle divergent to prevent flow separation.
ISRO has successfully carried out the sea level hot test of its CE20 Cryogenic Engine featuring a nozzle area ratio of 100 at ISRO Propulsion Complex, Mahendragiri, Tamil Nadu on November 29, 2024. Performance of a multi-element igniter that is required for engine restart capability was also demonstrated during this test.
Testing the CE20 engine at sea level poses considerable challenges, primarily due to the high area ratio nozzle which has an exit pressure of approximately 50 mbar. The main concern during testing at sea level include flow separation inside the nozzle, which leads to severe vibrations and thermal problems at the flow separation plane leading to possible mechanical damage of the nozzle. In order to mitigate this issue, the flight acceptance tests for CE20 engines are currently being performed at the High-Altitude Test (HAT) facility, thereby adding complexity to the acceptance testing procedure.
To reduce the complexity related to the testing at HAT, a sea level test utilizing an innovative Nozzle Protection System was devised that has paved the way for a cost-effective and less complex procedure for acceptance testing of the cryogenic engines.
Restart of a cryogenic engine is a complex process. Major challenges are vacuum ignition without nozzle closure and use of multi-element igniter. ISRO has demonstrated vacuum ignition of CE20 engine without nozzle closure in earlier ground tests. In this test, the multi-element igniter performance was also evaluated, wherein, only the first element was activated, while the health of the other two elements were monitored.
During this test, both the engine and facility performance were normal, and the required engine performance parameters were achieved as anticipated. The indigenous CE20 cryogenic engine developed by the Liquid Propulsion Systems Centre of ISRO is powering the upper stage of the LVM3 launch vehicle and has been qualified to operate at a thrust level of 19 tonnes. This engine has successfully powered the upper stage of six LVM3 missions so far. Recently, the engine was qualified for the Gaganyaan mission with a thrust level of 20 tonnes and also to an uprated thrust level of 22 tonnes for the future C32 stage, towards enhancing the payload capability of LVM3 launch vehicle.
Preparing for inflight re-ignition, full nozzle cryogenic engine (CE20) undergoes test outside vacuum chamber.
ISRO has successfully concluded all testing phases for the SCE 200. Production level fabrication is yet to commence, the final product is expected to be ready in approximately two years. I think this final version of engine is expected to eliminate unnecessary testing connections and incorporate several weight reduction techniques. Meanwhile, the LOX methane engine remains in the design phase, which may require an additional four to five years for completion.
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ISRO demonstrates restart of Vikas engine
January 17, 2025
ISRO successfully carried out the demonstration of restarting its Vikas liquid engine on January 17, 2025, at its engine test facility at ISRO Propulsion Complex, Mahendragiri. Vikas engine is the workhorse engine that powers the liquid stages of ISRO’s launch vehicles. This test marks a milestone in the development of technologies for recovery of stages, leading to reusability in future launch vehicles.
A series of tests are being carried out to validate the restarting of the engine under different conditions. In this test, the engine was fired for 60 seconds after which it was shut-off for a period of 120 seconds followed by restart and firing for 7 seconds duration. All engine parameters during the test were normal and as expected. Previously, a shorter duration restart was carried out successfully in December 2024 with a shut-off time of 42 seconds and firing duration of 7 seconds each. Further tests are planned in the coming days to optimize the performance of the engine under restart conditions.
ISRO demonstrates restart of Vikas engine
January 17, 2025
ISRO successfully carried out the demonstration of restarting its Vikas liquid engine on January 17, 2025, at its engine test facility at ISRO Propulsion Complex, Mahendragiri. Vikas engine is the workhorse engine that powers the liquid stages of ISRO’s launch vehicles. This test marks a milestone in the development of technologies for recovery of stages, leading to reusability in future launch vehicles.
A series of tests are being carried out to validate the restarting of the engine under different conditions. In this test, the engine was fired for 60 seconds after which it was shut-off for a period of 120 seconds followed by restart and firing for 7 seconds duration. All engine parameters during the test were normal and as expected. Previously, a shorter duration restart was carried out successfully in December 2024 with a shut-off time of 42 seconds and firing duration of 7 seconds each. Further tests are planned in the coming days to optimize the performance of the engine under restart conditions.
ISRO demonstrates restart of Vikas engine
Hot Isostatic Pressing (HIP) technology was 1st set up in India by DRDO for the Prithvi missile's engine. Later the technology was adopted for the CE-7.5 & then the CE-20 cryogenic engine:
Some old photos of C-20's turbopumps:
