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.. temperature_adjust
.. _`temperature_adjust_link`:
Temperature Adjust
==================
There are any number of good reasons to analyze propellants at other than their standard condition.
RocketCEA provides some aid in creating adjusted input decks.
Standard T and H
------------------
Propellants in RocketCEA are assumed to be at standard temperature and enthalpy.
For storable and gaseous propellants, room temperature is standard.
For cryogenic propellants, standard condition is normal boiling point (NBP).
Calling the propellants "LOX" and "LH2" by name in a CEA_obj statement such as this::
ispObj = CEA_Obj( oxName='LOX', fuelName='LH2')
will result in LOX and LH2 at standard conditions.
Changing T and H
----------------
As an example, I'll use a LOX/CH4 engine, where, instead of running the engine on propellants
that are each at their normal boiling point (NBP), this engine will store both propellants at a
common temperature. The LOX will be at NBP and the CH4 will be subcooled.
In some designs a common propellant temperature is desirable in order to have common dome tankage.
The ox and fuel are separated by an uninsulated dome without the worry of heat transfer between them.
Additionally, common dome tankage makes a shorter stage.
I'll assume that only the CH4 CEA card will need to be adjusted, but the LOX CEA card can be used as is.
In order to calculate the common storage temperature, I'll assume that the bleed valve on the LOX tank is
set at 5 psig so that the LOX is stored at 20 psia and therefore 168 degR.
Using the fluid properties code `CoolProp <http://www.coolprop.org/dev/index.html>`_ as wrapped by the
engineering units code `EngCoolProp <http://engcoolprop.readthedocs.org/en/latest/>`_, the following script
will calculate the delta T and delta H for CH4, create a new CEA card for subcooled CH4,
run the performance of both all-NBP and common-T engine designs and output the comparison between all-NBP and common-T.
Note that although delta H for CH4 can be calculated directly from
`EngCoolProp <http://engcoolprop.readthedocs.org/en/latest/>`_, that
the method **makeCardForNewTemperature** was set up with **CpAve**, not **delta H** as an input.
This was done because many of the CEA propellants are not in coolprop and therefor
an explicit calculation of delta H is not available.
Using an estimate of average Cp, however, the user can still calculate a very good answer.
.. literalinclude:: ./_static/example_scripts/adjust_ch4_t.py
The output from the script shows that the CH4 will change by, dT=-33.2 degR and dH=-27.2 BTU/lbm.
The new name created for the subcooled CH4 incorporates the new H and T.
Both CEA cards are shown in the output for comparison.::
degR psia lbm/cuft BTU/# BTU/# BTU/#R ---
CH4 T= 201.0 P= 14.7 D=26.3666 E= -0.10 H= 0.01 S=0.000 Q=0.00
O2 T= 167.8 P= 20.0 D=70.2858 E=-55.14 H=-55.09 S=0.716 Q=0.00
CH4 T= 167.8 P= 2.3 D=27.9723 E=-27.20 H=-27.18 S=-0.147 Q=0.00
CH4 dT=-33.171 degR, dH=-27.1848 BTU/lbm
New Name = CH4_m21632.1_167.836
fuel CH4(L) C 1 H 4 wt%=100.
h,cal=-21632.1 t(k)=93.24 rho=0.4239
Standard CH4
fuel CH4(L) C 1 H 4 wt%=100.
h,cal=-21390. t(k)=111.66 rho=0.4239
Both NBP Common Temp
IspVac 396.9 396.7 sec
Cstar 6002.4 5999.7 ft/sec
Tcomb 6732.5 6728.7 degR
The final answer is that the performance only drops by about 0.2 seconds, almost certainly better than
the added weight and complexity of interpropellant insulation, or separate-dome tankage.
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