Design of Solid Rocket Motor Test Stand

A Dissertation submitted to the Jawaharlal Nehru Technological University,

Hyderabad in partial fulfillment of the requirement for the award of degree of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

Submitted by

S.AVINASH (16B81A0327)

Under the Guidance of

P. Ravi Kumar
Assistant Professor

Department of Mechanical Engineering

CVR COLLEGE OF ENGINEERING

(An UGC Autonomous Institution & Affiliated to JNTUH) Vastunagar, Mangalpalli
(V), Ibrahimpatnam (M), Ranga Reddy (Dist.) - 501510, Telangana State
2019-20
 CVR COLLEGE OF ENGINEERING
(UGC Autonomous Institution)
Affiliated to JNTU Hyderabad
Vastunagar, Mangalpalli (V), Ibrahimpatnam (M),
Ranga Reddy (Dist.) - 501510, Telangana State.
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the project work entitled “DESIGN OF SOLID ROCKET
MOTOR TEST STAND” is being submitted by S.AVINASH (16B81A0327) in partial
fulfillment of the requirement for the award of the degree of Bachelor of Technology in
Mechanical Engineering, during the academic year 2019-2020.

Project Guide Head of the Department

P. Ravi Kumar Dr. M. Venkata Ramana
Asst. professor Professor

Professor in charge projects External Examiner

Dr. M. Sowjanya
Professor

i
 CVR COLLEGE OF ENGINEERING
(UGC Autonomous Institution)
Affiliated to JNTU Hyderabad
Vastunagar, Mangalpalli (V), Ibrahimpatnam (M),
Ranga Reddy (Dist.) - 501510, Telangana State.

DECLARATION

I hereby declare that this project report titled “DESIGN OF SOLID ROCKET
MOTOR TEST STAND” submitted to the Department of Mechanical Engineering, CVR
College of Engineering is a record of original work done by me under the guidance of P. Ravi
Kumar. The information and data given in the report is authentic to the best of my knowledge.
This project report is not submitted to any other university or institution for the award of any
degree or diploma or published any time before.

S.AVINASH
(16B81A0327)

Date:

Place:

ii
 CVR COLLEGE OF ENGINEERING
(UGC Autonomous Institution)
Affiliated to JNTU Hyderabad
Vastunagar, Mangalpalli (V), Ibrahimpatnam (M),
Ranga Reddy (Dist.) - 501510, Telangana State.
DEPARTMENT OF MECHANICAL ENGINEERING

ACKNOWLEDGEMENT

First and foremost, I offer my sincere gratitude to my internal guide

Mr. P.Ravi Kumar, Associate Professor of Mechanical Engineering who has supported us
throughout this project with his patience and valuable suggestions.
We would like to express heart full thanks to Dr. M.Venkata Ramana, Professor and
Head of the Department of Mechanical Engineering for their support and valuable suggestion
during the dissertation work.
We would like to express heart full thanks to Dr. S.Nayanathara, Principal for
providing us with all the resources in the college to make our project a success.
Very special thanks to Mr. M.Narsing Rao, Scientist E, Defence Research &
Development Laboratory, Hyderabad, for his tireless effort in keeping this project on
schedule.
Our special thanks to Dr. M.Sowjanya, professor in-charge and Dr. Manjeet
Kharub and T.Venkatesh project coordinator, Department of Mechanical Engineering, CVR
college of engineering for their encouragement and support.

Avinash Saggurthy

iii
 ABSTRACT

The project aim is to design a solid rocket motor test stand by using solid works software.
Rocket launching is a major challenge for the engineers due to its intricacy. The malfunction
of just a single component of the propulsion system can destroy the entire rocket. So the
design and testing of rocket motor has a significant contribution in a successful launch. An
Ideal Solid rocket motor test stand facilitates to develop, characterize and test engines. This
new design has a continuous length adjustment feature that can test a large sample of rockets
with minimal changes in test stand.

iv
 TABLE OF CONTENTS

TITLE PAGE NO.

Certificate v
Declaration v
Acknowledgement v
Abstract v
Table of content v
List of figure v
CHAPTER NO. DESCRIPTION PAGE NO
ABOUT THE ORGANISATION 1
CHAPTER 1 INTRODUCTION 2
1.1 Rocket 3
1.1.1 Rocket motor 4
1.1.2 Principle of operation 5
1.1.3 Combustion chamber 6
1.1.4 Solid propulsion rocket 7
1.1.5 Design 8
1.1.6 Grain geometry 8
1.1.7 Casing 10
1.1.8 Nozzle 11
1.1.9 Propellant families in solid propellant 13
CHAPTER 2 LITERATURE REVIEW 16
2.1 Rocket motor test 16
2.1.1 Sea level test 16
2.1.2 Altitude test 18
2.1.3 Rocket motor test stand 19
2.1.4 The elements of static test stand 20
2.1.5 Load cell 20
2.1.6 Strain gauges 20
2.1.7 Wheatstone bridge 21
2.1.8 Instrumental amplifier 23
2.1.9 Test facilities and safeguards 24
2.1.10 Safety provisions 25
2.1.11 Rocket thrust measurement literature review 26
CHAPTER 3 MOTIVATION 29
CHAPTER 4 OBJECTIVES 29
CHAPTER 5 PROBLEM STATEMENT 30
CHAPTER 6 DESIGN METHODOLOGY&IMPLEMENTATION 32
6.1 Solidworks interface 32
6.2 Modeling of test stand 32
6.2.1 Modeling of the wheel 33
6.2.2 Modeling of the base frame 34
6.2.3 Modeling of T-slot 35
6.2.4 Modeling of post 36
6.2.5 Modeling of lower format-A 37
6.2.6 Modeling of lower format-B 39
6.2.7 Modeling of cylindrical rods 41
v
 6.2.8 Modeling of bush 42
6.2.9 Modeling of upper format 43
CHAPTER 7 RESULT 48
7.1 Simulation results of old test stand 48
7.1.1 Study properties 48
7.1.2 Units 48
7.1.3 Material properties 49
7.1.4 Loads and fixtures 50
7.1.5 Contact information 51
7.1.6 Mesh information 52
7.1.7 Mesh information details 52
7.1.8 Resultant forces 53
7.1.9 Study results 54
7.2 Simulation results of new test stand 57
7.2.1 Study properties 57
7.2.2 Units 57
7.2.3 Material properties 58
7.2.4 Loads and fixtures 61
7.2.5 Contact information 62
7.2.6 Mesh information 63
7.2.7 Mesh information details 63
7.2.8 Resultant forces 64
7.2.9 Study results 65
CHAPTER 8 CONCLUSION 68
CHAPTER 9 FUTURE SCOPE 68
CHAPTER 10 REFERENCE 69

vi
 LIST OF FIGURES

FIGURE NO. DESCRIPTION PAGE NO.

1 Astra missile 3
2 Structural features found on solid rocket motor 3
3 Principle operation of solid rocket motor 4
4 Illustration of forces 6
5 Grain geometry (star) image from Delft Aerospace
6 Internal burner charge with their thrust-time 8
7 Explanation of Newton third law nozzle 10
8 The four expansion regimes of de level nozzle 11
9 Sea level test of solid rocket booster 13
10 Altitude test 14
11 Static test bed 15
12 Rocket motor fixed to a test stand 16
13 Elements of single component static test bed 17
14 Solid rocket motor firing from a mobile L-block strain 18
15 Ring/Roller bearing arrangement used for leveling and 19
centering
16 Typical static motor firing 19
17 Typical strain gauge based, canister type load cell 20
18 Strain gauge 21
19 Wheatstone bridge circuit 22
20 Wheatstone bridge circuit with strain gauge 23
21 Front view of test stand 45
22 Top view of test stand 45
23 Isometric view of final assembly(new) 46
24 Isometric view of test stand with test bed 48
25 Side view of the test bed with test stand 48

vii
ABOUT THE ORGANISATION:
DEFENCE RESEARCH AND DEVELOPMENT LABORAORY:
Defense Research and Development Laboratory (DRDL) is a Missile System laboratory -
under the Defense Research and Development Organization (DRDO)- with thrust on
design, development and flight evaluation of various types of Missile Systems for the Indian
armed forces.
The organization’s vision statement reads:
"Be a design and development house for missile based weapon systems required for tactical
applications from multiple platforms."
And its stated mission is to:
"Develop the state of the art infrastructure and technologies required for different classes of
missiles. Transfer the technology to production agency for guided missile products."

DRDL

APJ MISSILE
RCI
COMPLEX

ASL
DRDO ANURAG

DMRL

1
CHAPTER-1
INTRODUCTION
Telescopic view
Rocket launching is a major challenge for the engineers due to its intricacy. The malfunction
of just a single component of the propulsion system can wreck the entire rocket. So the design
and testing of rocket motor has a significant contribution in a successful launch.
The project is on the modelling of solid rocket motor test stand and testing the rocket motor
on the test stand.
These are the four key elements in testing that can determine the rocket motor characteristics
thrust, pressure, temperature and acoustics.
The entire modelling of the test stand is done by using SOLIDWORKS software and after the
post manufacturing process the testing of rocket motor is performed on the test stand where
the net thrust produced by the propulsion unit is calculated.
The solid rocket motor testing stand consists of testing stand structure, thrust sensor,
amplifier, analogue – digital converter, recording device.
The test stand structure has to hold the rocket motor, sustain dynamic forces and at the same
time it should be able to suppress motor displacement and other adverse oscillations.
Thus, the setup ensures reliable thrust measurements during experimental testing. In the next
chapter the behaviour of the testing stand structure will be discussed more. The thrust
measurement sensor (load cell) consists of machined metal slab where strain gauge array is
attached to it according to the Wheatstone bridge circuit. In this particular setup four strain
gauge sensors were used in pairs by active and balancing arrangement. Specifically, for this
system the load cell was designed for two measuring ranges: 0-10 kN and 0-15 kN.
It is crucial to select a suitable load cell where the measuring range is higher than the designed
maximum motor thrust as this prevents the damage to the measuring system.
The amplifier was designed using operational amplifiers in the instrumental amplifier setup.
The calculations and modelling was performed based on load cell mechanical characteristics
which were derived from equations.

2
1.1 Rocket

Fig1.1: Astra Missile

A rocket is a device that obtains thrust from a rocket engine. The engine’sexhaust is formed
entirely from propellant carried within the rocket.

1.1.1 Rocket motor:-+

Fig 1.2: Structural features found on solid

rocket motors

3
A rocket engine uses stored rocket propellants as reaction mass for forming a high-speed
propulsive jet of fluid, usually high temperature gas. Rocket engines are reaction engines,
producing thrust by ejecting mass rearward, in accordance with Newton's third law. Most
rocket engines use the combustion of reactive chemicals to supply the necessary energy, but
non combusting forms such as cold gas thrusters and nuclear thermal rockets also exist.
Vehicles propelled by rocket engines are commonly called rockets. Rocket vehicles carry
their own oxidizer, unlike most combustion engines, so rocket engines can be used in
a vacuum to propel spacecraft and ballistic missiles.

Compared to other types of jet engines, rocket engines are the lightest and have the highest
thrust, but are the least propellant efficient (they have the lowest specific impulse). The ideal
exhaust is hydrogen, the lightest of all elements, but chemical rockets produce a mix of
heavier species, reducing the exhaust velocity.

1.1.2 Principle of operation

Rocket engines produce thrust by the expulsion of an exhaust fluid that has been accelerated
to high speed through a propelling nozzle. The fluid is usually a gas created by high pressure
combustion of solid or liquid propellants, consisting of fuel and oxidizer components, within
a combustion chamber. As the gases expand through the nozzle, they are accelerated to very
high (supersonic) speed, and the reaction to this pushes the engine in the opposite direction.
Combustion is most frequently used for practical rockets, as high temperatures and pressures
are desirable for the best performance.

Fig 1.3: principle operation of solid

rocket motor 4
1.1.3 Combustion chamber

For chemical rockets the combustion chamber is typically cylindrical, and flame holders are
not used. The dimensions of the cylinder are such that the propellant is able to combust
thoroughly; different rocket propellants require different combustion chamber sizes for this to
occur.

This leads to a number called L*:

L* =Vc/At

where:

 Vc is the volume of the chamber

 At is the area of the throat of the nozzle.

L* is typically in the range of 25–60 inches (0.64–1.52 m).

The combination of temperatures and pressures typically reached in a combustion

chamber is usually extreme by any standard. Unlike in air breathing jet engines, no
atmospheric nitrogen is present to dilute and cool the combustion, and the propellant
mixture can reach true stoichiometric ratios. This, in combination with the high pressures,
means that the rate of heat conduction through the walls is very high.

In order for fuel and oxidizer to flow into the chamber, the pressure of the propellant
fluids entering the combustion chamber must exceed the pressure inside the combustion
chamber itself. This may be accomplished by a variety of design approaches
including turbopumps or, in simpler engines, via sufficient tank pressure to advance fluid
flow. Tank pressure may be maintained by several means, including a high-
pressure helium pressurization system common to many large rocket engines or, in some
newer rocket systems, by a bleed-off of high-pressure gas from the engine cycle
to autogenously pressurize the propellant tanks.

5
1.1.4 Solid propulsion rocket
A solid rocket is a rocket with a rocket engine that uses solid propellants (fuel/oxidizer). Solid
fuel rockets can remain in storage for a long time without much propellant degradation, and
the fact that they are highly reliable, they have been frequently used in military applications
such as missiles. The lower performance of solid propellants (as compared to liquids) does
not favor their use as primary propulsion in modern medium-to-large launch vehicles
customarily used to orbit commercial satellites and launch major space probes. Solid rockets
are frequently used as strap-on boosters to increase payload capacity or as spin stabilized add
on upper stages when higher-than-normal velocities are required. Solid rockets are used as
light launch vehicles for low Earth orbit (LEO) payloads under 2 tons or escape payloads up
to 500 kilograms.

1.1.5 Fundamental concept

A simple solid rocket motor consists of a casing, nozzle, grain (propellant charge),
and igniter.
The solid grain mass burns in a predictable fashion to produce exhaust gases, the flow of
which is described by Taylor–Culick flow. The nozzle dimensions are calculated to maintain
a design chamber pressure, while producing thrust from the exhaust gases.
Once ignited, a simple solid rocket motor cannot be shut off, because it contains all the
ingredients necessary for combustion within the chamber in which they are burned. More
advanced solid rocket motors can not only be throttled but also be extinguished and then re-
ignited by controlling the nozzle geometry or through the use of vent ports. Also, pulsed
rocket motors that burn in segments and that can be ignited upon command are available.

Fig 1.4: Illustration of forces

6
1.1.6 Design
Design begins with the total impulse required, which determines the fuel/oxidizer mass. Grain
geometry and chemistry are then chosen to satisfy the required motor characteristics.

The following are chosen or solved simultaneously. The results are exact dimensions for
grain, nozzle, and case geometries:

 The grain burns at a predictable rate, given its surface area and chamber pressure.
 The chamber pressure is determined by the nozzle orifice diameter and grain burn rate.
 Allowable chamber pressure is a function of casing design.
 The length of burn time is determined by the grain "web thickness".

The grain may or may not be bonded to the casing. Case-bonded motors are more difficult to
design, since the deformation of the case and the grain under flight must be compatible.

Common modes of failure in solid rocket motors include fracture of the grain, failure of case
bonding, and air pockets in the grain. All of these produce an instantaneous increase in burn
surface area and a corresponding increase in exhaust gas production rate and pressure, which
may rupture the casing.

1.1.7 Grain geometry

Solid rocket fuel deflagrates from the surface of exposed propellant in the combustion
chamber. In this fashion, the geometry of the propellant inside the rocket motor plays an
important role in the overall motor performance. As the surface of the propellant burns, the
shape evolves (a subject of study in internal ballistics), most often changing the propellant
surface area exposed to the combustion gases. Since the propellant volume is equal to
the cross sectional area times the fuel length, the volumetric propellant consumption rate is
the cross section area times the linear burn rate , and the instantaneous mass flow rate of
combustion gases generated is equal to the volumetric rate times the fuel density.

7
Fig 1.5: Grain geometry (star) image from Delft Aerospace

Several geometric configurations:

Fig 1.6: Grain geometries and their thrust variations

8
 Circular bore: if in BATES configuration, produces progressive-regressive thrust
curve.
 End burner: propellant burns from one axial end to other producing steady long burn,
though has thermal difficulties, center of gravity (CG) shift.
 C-slot: propellant with large wedge cut out of side (along axial direction), producing
fairly long regressive thrust, though has thermal difficulties and asymmetric CG
characteristics.
 Moon burner: off-center circular bore produces progressive-regressive long burn,
though has slight asymmetric CG characteristics
 Finocyl: usually a 5- or 6-legged star-like shape that can produce very level thrust,
with a bit quicker burn than circular bore due to increased surface area.

1.1.8 Casing

The casing may be constructed from a range of materials. Cardboard is used for
small black powder model motors, whereas aluminium is used for larger composite-fuel
hobby motors. Steel was used for the space shuttle boosters. Filament-wound graphite
epoxy casings are used for high-performance motors.

The casing must be designed to withstand the pressure and resulting stresses of the rocket
motor, possibly at elevated temperature. For design, the casing is considered a pressure
vessel.

To protect the casing from corrosive hot gases, a sacrificial thermal liner on the inside of
the casing is often implemented, which ablates to prolong the life of the motor casing.

1.1.9 Nozzle
A convergent-divergent design accelerates the exhaust gas out of the nozzle to produce
thrust. The nozzle must be constructed from a material that can withstand the heat of
the combustion gas flow. Often, heat-resistant carbon-based materials are used, such as
amorphous graphite or carbon-carbon.
Some designs include directional control of the exhaust. This can be accomplished by
gimballing the nozzle, as in the Space Shuttle SRBs, by the use of jet vanes in the
9
 exhaust as in the V-2 rocket, or by liquid injection thrust vectoring (LITV).
An early Minuteman first stage used a single motor with four gimbaled nozzles to
provide pitch, yaw, and roll control.
LITV consists of injecting a liquid into the exhaust stream after the nozzle throat. The
liquid then vaporizes, and in most cases chemically reacts, adding mass flow to one
side of the exhaust stream and thus providing a control moment.
The hot gas produced in the combustion chamber is permitted to escape through an
opening (the "throat"), and then through a diverging expansion section. When sufficient
pressure is provided to the nozzle (about 2.5-3 times ambient pressure), the
nozzle chokes and a supersonic jet is formed, dramatically accelerating the gas,
converting most of the thermal energy into kinetic energy. Exhaust speeds vary,
depending on the expansion ratio the nozzle is designed for, but exhaust speeds as high
as ten times the speed of sound in air at sea level are not uncommon. About half of
therocket engine's thrust comes from the unbalanced pressures inside the combustion
chamber, and the rest comes from the pressures acting against the inside of the nozzle
(see diagram).
As the gas expands (adiabatically) the pressure against the nozzle's walls forces the
rocket engine in one direction while accelerating the gas in the other.

Fig 1.7: Explanation of Newton third law in nozzle

The most commonly used nozzle is the de Laval nozzle, a fixed geometry nozzle with a
high expansion-ratio. The large bell- or cone-shaped nozzle extension beyond the
throat gives the rocket engine its characteristic shape.
The exit static pressure of the exhaust jet depends on the chamber pressure and the ratio
of exit to throat area of the nozzle. As exit pressure varies from the ambient
(atmospheric) pressure, a choked nozzle is said to be
 under-expanded (exit pressure greater than ambient),
 perfectly expanded (exit pressure equals ambient),

10
  over-expanded (exit pressure less than ambient; shock diamonds form outside the
nozzle), or
 Grossly over-expanded (a shock wave forms inside the nozzle extension).

The four expansion regimes of a de Laval nozzle :

 Under-expanded

 Perfectly expanded

 Over-expanded

 Grossly over-expanded

Fig 1.8: The four expansion regimes of a de Laval nozzle

1.1.10 Propellant families in solid propellant

 Black powder (gunpowder) propellants
Black powder (gunpowder) is composed of charcoal (fuel), potassium
nitrate (oxidizer), and sulfur (fuel and catalyst). It is one of the
oldest pyrotechnic compositions with application to rocketry. In modern times, black
powder finds use in low-power model rockets (such as Estes and Quest rockets), as it is
cheap and fairly easy to produce. The fuel grain is typically a mixture of pressed fine
powder (into a solid, hard slug), with a burn rate that is highly dependent upon exact
composition and operating conditions. The performance or specific impulse of black
powder is low, around 80 seconds. The grain is sensitive to fracture and, therefore,
catastrophic failure. Black powder does not typically find use in motors above 40

11
newtons (9.0 pounds-force).

 Double-base (DB) propellants

DB propellants are composed of two monopropellant fuel components where one
typically acts as a high-energy (yet unstable) monopropellant and the other acts as a
lower-energy stabilizing (and gelling) monopropellant. In typical
circumstances, nitroglycerin is dissolved in a nitrocellulose gel and solidified with
additives. DB propellants are implemented in applications where minimal smoke is
required yet medium-high performance (Isp of roughly 235 s) is required. The addition
of metal fuels (such as aluminum) can increase the performance (around 250 s),
though metal oxide nucleation in the exhaust can turn the smoke opaque.

 Composite propellants
A powdered oxidizer and powdered metal fuel are intimately mixed and immobilized
with a rubbery binder (that also acts as a fuel). Composite propellants are often
either ammonium nitrate-based (ANCP) or ammonium perchlorate-based (APCP).
Ammonium nitrate composite propellant often uses magnesium and/or aluminum as
fuel and delivers medium performance (Isp of about 210 s) whereas ammonium
perchlorate composite propellant often uses aluminum fuel and delivers high
performance (vacuum Isp up to 296 s with a single piece nozzle or 304 s with a high
area ratio telescoping nozzle). Aluminum is used as fuel because it has a reasonable
specific energy density, a high volumetric energy density, and is difficult to ignite
accidentally. Composite propellants are cast, and retain their shape after the rubber
binder, such as Hydroxyl-terminated polybutadiene (HTPB), cross-links (solidifies)
with the aid of a curative additive. Because of its high performance, moderate ease of
manufacturing, and moderate cost, APCP finds widespread use in space rockets,
military rockets, hobby and amateur rockets, whereas cheaper and less efficient ANCP
finds use in amateur rocketry and gas generators. Ammonium dinitramide,
NH4N(NO2)2, is being considered as a 1-to-1 chlorine-free substitute for ammonium
perchlorate in composite propellants. Unlike ammonium nitrate, ADN can be
substituted for AP without a loss in motor performance.
Polyurethane-bound aluminum-APCP solid fuel was used in the submarine
launched Polaris missiles. APCP used in the space shuttle Solid Rocket
Boosters consisted of ammonium perchlorate (oxidizer, 69.6% by weight), aluminum
(fuel, 16%), iron oxide (a catalyst, 0.4%), polybutadiene acrylonitrile (PBAN) polymer

12
(a non-urethane rubber binder that held the mixture together and acted as
secondaryfuel, 12.04%), and an epoxy curing agent (1.96%). It developed a specific
impulse of 242 seconds (2.37 km/s) at sea level or 268 seconds (2.63 km/s) in a
vacuum. The 2005-2009 Constellation Program was to use a similar PBAN-bound
APC

13
CHAPTER-2
LITERATURE REVIEW
2.1 Rocket motor test
A rocket engine test facility is a location where rocket engines may be tested on the
ground, under controlled conditions. A ground test program is generally required
before the engine is certified for flight. Ground testing is very inexpensive in
comparison to the cost of risking an entire mission or the lives of a flight crew.
The test conditions available are usually described as sea level ambient or altitude. Sea
level testing is useful for evaluations of start characteristics for rockets launched from
the ground. However, sea level testing does not provide a true simulation of the
majority of the operating environment of the rocket. Better simulations are provided by
altitude test facilities

2.1.1 Sea level test

Fig 2.1: Sea level testing of solid rocket booster

A typical sea level test stand may be designed to restrain the rocket engine in either a
horizontal or vertical position. Liquid rocket engines are usually fired in a vertical
position because the propellant pump intakes are designed to draw fuel from the
bottoms of the fuel tanks. The effect of the propellant weight on the
thrust measurement system (TMS) must be accounted for as the engine is firing. The
rocket exhaust is directed into a flame bucket or trench. The flame trench is designed
toredirect the hot exhaust to a safe direction and is protected by a water deluge system

14
that both cools the exhaust and also reduces the sound pressure level (loudness). The
sound pressure level of large rocket engines has been measured at greater than 200
decibels.
Solid rocket engines may be fired in either a vertical or horizontal orientation. The
thrust measurement system does not need to account for the changing weight of the
rocket in a horizontal position. The associated flame trench need not be as sturdy as
with a vertical test stand, however a water system may be less effective at reducing the
sound pressure level.
All test stands require safety provisions to protect against the destructive potential of an
unplanned engine detonation. The safety provisions generally include building the
stand some minimum distance from inhabited areas or other critical facilities, placing
the stand behind a thick concrete blast wall or earthen berm, and using some form
of inserting system (either gaseous nitrogen or helium) to eliminate the buildup of
explosive mixtures.

2.1.2 Altitude test

Fig 2.2: Altitude test

The advantage of altitude testing is to obtain a better simulation of the rocket's
operating environment. Air pressure decreases with increasing altitude. Effects of the
lower air pressure include higher rocket thrust and lower heat transfer.
An altitude facility is much more complex than a sea level facility. The rocket
isinstalled inside an enclosed chamber which is evacuated to a minimum pressure level

15
before rocket firing. A typical chamber operating pressure of 0.16 psia (equivalent to
an altitude of 100,000 feet) is established inside the chamber by some form of
mechanical pumping. Mechanical pumping is typically provided by steam
ejector/diffusers.

2.1.3 Rocket motor Static test stand

Fig 2.3: Static Test Bed

Solid rocket motors are normally static tested horizontally in a test bed. A 300t thrust
capacity RCC test bed for static testing solid rocket motors in horizontal configuration
is shown in Figure. The thrust wall is designed to withstand the maximum thrust
produced by the rocket motor. The thrust wall and the bed are provided with
embedment for mounting test stand and its associated test fixtures. The test bed is
normally provided with an EOT crane of adequate capacity for handling and assembly
of rocket motor on the test stand. For safety reasons, the test bed is located away from
the Data Acquisition Centre (DAC) where all the measurement parameters are
acquired. Local Instrumentation Room (Block house) located adjacent to the test bed,
houses preamplifiers for amplifying the signals from various transducers mounted on
the motor and sending to DAC. The static test is conducted and witnessed from
Mission Control Centre (MCC) which is located still farther from DAC.To evaluate the
various ballistic parameters of a rocket motor, it is static tested in a single component
test stand. The single component test stand is designed to measure the axial thrust

16
(single component) produced by the rocket motor along its longitudinal axis. A single
component test stand is normally a ‘swing bench’ type. A schematic diagram of a
horizontal swing bench type Static test setup is shown in Figure The rocket motor is
kept horizontally over the saddles fixed to the swing bench which in-turn is suspended
through blade type flexures from the support pillars of the test stand at four corners. A
conical thrust frame is assembled to the head end skirt of the rocket motor. The smaller
end of the trust frame is connected to the front suspension frame.

Fig2.4: Rocket motor fixed to a test stand

17
2.1.4 The Elements of Static test bed:

Rear
suspension Wallframe Thrustframe
frame Flexureblades
TestStandA-Frame
Motor case
Calibration Nozzle
frame
Thrustwall
Pulley Loadcell
SolidRocketMotor

Wire Flexureblades
rope
Tie rods
Front Suspension
Preload frame Saddles

TestBed

Fig 2.5: Elements of Single Component Static Test bed

The solid rocket motor testing stand consists of testing stand structure, thrust sensor,
amplifier and analog digital converter, recording device. The testing stand structure has
to maintain rapidly changing thrust force based on X direction (in this particular system
setup) and at the same time to be able suppress motor displacement along –X direction
but let motor slide as free as possible in +X direction. In other case adverse oscillations
may occur. This setup ensures reliable thrust measurements during experimental
testing. In the next chapter the behavior of the testing stand structure will be discussed
more.
The thrust measurement sensor (load cell) consists of machined metal part where strain
gauge array is attached in Wheatstone bridge setup. In this particular setup four strain
gauge sensors were used in pairs by active and balancing arrangement. Specifically, for
this system load cell was designed for two measuring ranges: 0-10 kN and 0-15 kN.
This is crucial to use suitable load cell working point where measuring range is bigger
than designed maximum motor thrust because of possibility of unstable fuel grain burn
and probability of thrust spikes formation which can cause damaging of the measuring
system.
The amplifier was designed using operational amplifiers in the instrumental amplifier
setup. The calculations and modeling was performed based on load cell mechanical
characteristics which were derived from equations.

18
 Steel Plate Load Cell

Ring Bearings

Steel Plate

L-block

Thrust Adapter

Fig 2.6: Solid Rocket Motor Firing from a Mobile L-block strain
Depending on the motor to be fired, the appropriate load cell, thrust adapter, ring
bearings, and other specific attachment hardware are installed on the L-block. Once
these items are staged a dimensionally accurate mock motor is installed in order to
perform initial centering and leveling with the centerline of the thrust adapter / load
cell. After the motor has been inserted into the ring bearings, and just prior to mating
the motor with the thrust adapter, the motor’s centering and leveling is fine-tuned. This
is accomplished by closely monitoring the thrust adapter / motor mating interface just
prior to seating the motor into the thrust adapter, see Figure 13. The mating interface is
brought to within approximately 1/32th of an inch and is scrutinized for the presence
light, using the naked eye, around the motor’s circumference. The thrust adapter /
motor is considered leveled and centered when the amount of light around the motor’s
circumference is evenly distributed. The motor is then seated into the thrust adapter and
bolted in place. At this point, the motor is armed, all personnel retreat to the firing
control room, and the motor is static fired, see Fig 2.6.

19
 Motor Ring
Thrust Adapter / Bearings
Motor Mating
Interface

Adjustable
Roller
Load Cell Thrust
Bearings
Adapter

Fig 2.7: Ring / Roller Bearing Arrangement used for Leveling and Centering

Fig 2.8: Typical Static Motor Firing

Currently, fine tuning a motor’s centering and leveling is considered more art than
science and is based on years of hands-on field experience in performing this
procedure. One intent of this research is to empirically determine the parameters of this
hands-on field procedure and quantify its overall effects.

20
2.1.5 Load cell
A load cell is a type of transducer, specifically a force transducer. It converts a force
such as tension, compression, pressure, or torque into an electrical signal that can be
measured and standardized. The magnitude of the electrical signal generated by a load
cell is directly proportional to the amount of thrust, applied to its measurement element.
The most common types of load cell used are hydraulic, pneumatic, and strain gauge.
Strain gauge load cells are the kind most often found in industrial settings. It is ideal as
it is highly accurate, versatile, and cost-effective. Structurally, a load cell has a metal
body to which strain gauges have been secured.

Fig 2.9: Typical Strain Gauge Based, Canister Type Load Cell

The body is usually made of aluminum, alloy steel, or stainless steel which makes it
very sturdy but also minimally elastic. This elasticity gives rise to the term "spring
element", referring to the body of the load cell.
When force is exerted on the load cell, the spring element is slightly deformed, and
unless overloaded, always returns to its original shape. As the spring element deforms,
the strain gauges also change shape.
The resulting alteration to the resistance in the strain gauges can be measured as
voltage. The change in voltage is proportional to the amount of force applied to the
cell, thus the amount of force can be calculated from the load cell's output.

21
 2.1.6 Strain Gauge

Fig 2.10: Strain Gauge

The strain gauge is constructed of very fine wire, or foil, set up in a grid pattern and
attached to a flexible backing. When the shape of the strain gauge is altered, a change
in its electrical resistance occurs.
The wire or foil in the strain gauge is arranged in a way that, when force is applied in
one direction, a linear change in resistance results. Tension force stretches a strain
gauge, causing it to get thinner and longer, resulting in an increase in resistance.
Compression force does the opposite. The strain gauge compresses, becomes thicker
and shorter, and resistance decreases. The strain gauge is attached to a flexible backing
enabling it to be easily applied to a load cell, mirroring the minute changes to be
measured.
Since the change in resistance measured by a single strain gauge is extremely small, it
is difficult to accurately measure changes. Increasing the number of strain gauges
applied collectively magnifies these small changes into something more measurable. A
set of 4 strain gauges set in a specific circuit is called Wheatstone bridge.

22
2.1.7 Wheatstone bridge
A Wheatstone bridge consists of four resistors connected in series

Fig2.11: Wheatstone bridge circuit

Excitation voltage VEX is a known constant and output voltage Vo is variable depending
on the shape of the strain gauges. If all resistors are balanced, meaning R1/R2= R4/R3
then Vo is zero. If the resistance in even one of the resistors changes, then V will
likewise change. The change in V can be measured and interpreted using Ohm's law.
Ohm's law states that the current (I, measured in amperes) running through a conductor
between two points is directly proportional to the voltage V across the two points.
Resistance (R, measured in Ohms) is introduced as the constant in this relationship,
independent of the current. Ohm's law is expressed in the equation I=V/R.

23
 Fig 2.12: Wheatstone bridge circuit with strain gauges

When applied to the 4 legs of the Wheatstone bridge circuit, the resulting equation is:
Vo=(R3/R3+R4-R2/R1+R2)VEX
In a load cell, the resistors are replaced with strain gauges and arranged in alternating
tension and compression formation. When force is exerted on the load cell, the
structure and resistance of the strain gauges changes and Vo is measured. From the
resulting data, Vo can be easily determined using the equation above.

2.1.8 Instrumental Amplifier

An amplifier, electronic amplifier or (informally) amp is an electronic device that can
increase the power of a signal (a time-varying voltage or current). It is a two-
port electronic circuit that uses electric power from a power supply to increase
the amplitude of a signal applied to its input terminals, producing a proportionally
greater amplitude signal at its output. The amount of amplification provided by an
amplifier is measured by its gain: the ratio of output voltage, current, or power to input.
An amplifier is a circuit that has a power gains greater than one.
Designing instrumental amplifier is crucial to calculate mechanical input data property,
because one can deviate very aggressively when calibrating such system. Based on this
particular case used strain gage one has found that the bending coefficient was 2.06.
This coefficient may differ if another type of strain gages is used so careful study of
datasheet is recommended. For the amplifier four gages was used. Two was in active
mode and two in passive for balancing purposes of the Wheatstone bridge Fig.
The input voltage for the amplifier was 5 V. In Eq. one is show the method for
24
calculating the output voltage form the maximally unbalanced bridge (10 kN and 15
kN) and how many times this output must be amplified (if output voltage is 5 V) to be
able registering and recording output signal Eq. In this case one was found that output
voltage is 0.00796 V and requirements for the amplifier are 627.455 times
amplification of the input signal from the bridge:
VOUT =2,06/4(Eband-0+E bend-0)
G = 5/VOUT(times)
For the sake of simplicity, instrumental amplifier was designed using same Rin values
for all operational amplifiers. Rin was selected for 10 kΩ value and R f was calculated
based on amplifier requirements.

2.1.9 Test Facilities and Safeguards

For chemical rocket propulsion systems, each test facility usually has the following
major systems or components:
1. A test cell or test bay where the article to be tested is mounted, usually in a special
test fixture. If the test is hazardous, the test facility must have provisions to protect
operating personnel and to limit damage in case of an accident.
2. An instrumentation system with associated computers for sensing, maintaining,
measuring, analyzing, correcting, and recording various physical and chemical
parameters. It usually includes calibration systems and timers to accurately
synchronize the measurements.
3. A control system for starting, stopping, and changing the operating conditions.
4. Systems for handling heavy or awkward assemblies, supplying liquid propellant, and
providing maintenance, security, and safety.
5. For highly toxic propellants and toxic plume gases it has been required to capture the
hazardous gas or vapor (firing inside a closed duct system), remove almost all of the
hazardous ingredients (e.g., by wet scrubbing and/or chemical treatment), allow the
release of the nontoxic portion of the cleaned gases, and safely dispose of any toxic
solid or liquid residues from the chemical treatment. With exhaust gas containing
fluorine the removal of much of this toxic gas can be achieved by scrubbing it with
water that contains dissolved calcium; it will then form calcium fluoride, which can be
removed.

25
2.1.10 Safety provisions
Typical personnel and plant security or safety provisions in a modern test facility
include the following:
1. Concrete-walled blockhouse or control stations for the protection of personnel and
instruments remote from the actual rocket propulsion location.
2. Remote control, indication, and recording of all hazardous operations and
measurements; isolation of propellants from the instrumentation and control room.
3. Automatic or manual water deluge and fire-extinguishing systems.
4. Closed circuit television systems for remotely viewing the test.
5. Warning signals (siren, bells, horns, light, and speaker) to notify personnel to clear
the test area prior to a test, and an all-clear signal when the conditions are no longer
hazardous.
6. Quantity and distance restrictions on liquid propellant tank age and solid propellant
storage to minimize damage in the event of explosions; separation of liquid fuels
and oxidizers.
7. Barricades around hazardous test articles to reduce shrapnel damage in the event of a
blast.
8. Explosion-proof electrical systems, spark-proof shoes, and no spark hand tools to
prevent ignition of flammable materials.
9. For certain propellants also safety clothing, including propellant- and fire-resistant
suits, face masks and shields, gloves, special shoes, and hard hats.

26
2.1.11 Rocket Thrust Measurement Literature Review
Whether for fixed or vectoring nozzles, accurate and realistic measurement of rocket
motor thrust has been a topic of discussion for many years. The main components
required for the acquisition of thrust measurements are a force measuring transducer
(commonly a load cell), a static test stand that captively restrains the motor under test
while integrating all the required test equipment, and an alignment system that ensures
a true, unencumbered measurement path.
.The integrity of the thrust data acquired during testing is critical considering the
importance of the decisions based on their results. Consequently, there has been much
information presented on the design of static test stands. Zolotorev et al. detail the
mechanical setup and construction of a hybrid rocket motor static test stand [5]. Peretz
et al. and Rugescu and Sapunaru focused on optimization of feed systems as well as
ignition and instrumentation systems of static test stands [6] [7]. Korting and Reitsma
evaluated the safety aspects of an indoor test stand including the effects of acoustic
noise on the test stand [8]. Thomas et al. discussed the various systems required to
operate and interface with a liquid rocket motor test stand [43]. Arrington and
Schneider performed work similar to Thomas et al. and also briefly discussed the use of
load cells to generate calibration correction curves [45]. Doerksen et al. researched the
cost and other physical concerns of a nitrous oxide based, mobile test stand [48].
Finally, Dunn et al. performed finite element analyses on a hybrid rocket test stand to
determine maximum yield stresses. This work focused on the top-level designs and
entertained only cursory mentions.
There have been more focused investigations on static testing of rocket motors,
Giligorijević et al. evaluated and tested side forces on a multi axis thrust vector-
controlled test stand [9]. Langill and Kapandritis performed evaluations similar to
Giligorijević et al. to include the use of flexures to mechanically isolate and aid in
aligning the motor, i.e., maintaining low path hysteresis [47]. Favato and Magalhães
used finite element analysis to determine structural modes of a liquid bipropellant test
stand while varying equipment orientations [10]. Runyan et al. also used finite element
analysis to predict test stand structural modes as well applied a one-dimensional spring
/ mass model to calculate errors in total impulse [44]. of specific test / data Similarly,
Spurling et al. employed finite element analysis to determine safety factors, fatigue
rates, and repeatability of a test stand used for combustion instability testing [50].

27
Knauberillustrated the effects that thrust misalignment, e.g., canted nozzle, has on a
static test stand [11].
Gerards described a test stand used to test a high pressure, sub-scale motor for burn rate
measurements and thrust determinations optimization issues.
[12]. Brimhall et al. experimented with a multi axis test stand and ring bearings
integrated with sensors to measure misalignment thrust [13]. Stevenson and Lightsey
utilized a torsional pendulum static test stand to measure instantaneous impulse and
determined that over stiffening the stand structure would degrade the performance of
that style test stand [46]. Lastly, Coppotelli and Grappasonni presented a numerical
procedure for determining the frequency response of a test stand undergoing a time /
mass varying load. Still, this research did not address the nuances of physical test stand
setup (e.g., achieving good motor / measurement train alignment) and/or the mitigation
of undesirable dynamics.
However, some research has touched on the need to consider certain physical
parameters of a static test stand. Renitha and Sivaramapandian speak to the need to
design around not only the maximum thrust capacities but the natural frequency of the
captive components. A suggested target frequency range, 30-50 Hz, for the components
is presented but without a tangible way to logically apply to other static test stands
[15]. Kumar and Anjaneyulu discuss many design concerns related to rocket motor
testing including the static test stand and the measurement transducer. A natural
frequency requirement for the static test stand itself is suggested, ≤ 4Hz, but it is not
corroborated which makes application to other static test stands somewhat difficult.
Transducer selection in this work was geared more toward technology, calibration, and
survivability than alignment or dynamic considerations [16]. Barber, similar to Kumar
and Anjaneyulu, relayed the importance of knowing and controlling the static test
stand’s natural resonance and, additionally, mentions that the harmonics of a thruster’s
cycle rate can potentially cause issues with the natural frequency of the thrust
transducer.This particular situation does not manifest itself in the type of testing
performed at this test area but highlights the importance of ensuring the measurement
system is not dynamically compromised [17]. Xing et al. present the dichotomy
between thrust measurement sensitivity and frequency response. The design of the
thrust measurement device employed in this research is in stark contrast to the canister
type load cell used at this test area but the theory of operation is generally the same, the

28
more rigid a measurement system the higher its natural frequency [18].
Finally, Sims and Coleman share an enormous amount insight into large rocket motor
alignment for a permanently mounted static test stand. This worked proved path
hysteresis is an excellent indicator.
Rocket motor misalignments and can be used as a tool to ensure the trueness of coaxial
centerlines between a rocket motor and a static test stand [19].Although similar in some
aspects, none of the aforementioned research specifically chronicles the physical setup
of a mobile static test stand in regards to alignment and dynamic response of a canister
type load cell employed to measure thrust at this test area. This thesis will build on the
current knowledge base, identify the major contributors to alignment and dynamic
issues in regards to mobile static test stands, and attempt to present a methodology to
optimize the acquisition of consistent, accurate, and reliable thrust data from mobile
static test stands.

29
 CHAPTER-3
MOTIVATION
The number of projects undertaken by the organization has increased in an exponential
scale.
Therefore a large sample of rocket motors is to be tested in minimal time.
The conventional procedure could not meet the demand as every time a new test stand
has to be designed specifically for each rocket motor which resulted in heavy expenses
and decreased productivity.
Hence there is a need for a versatile solid rocket motor test stand that can test out
multiple rocket motor models of various lengths with fewer hassles.

CHAPTER-4
OBJECTIVES
 To increase the versatility of the solid rocket motor test stand, resulting in
testing out a broad sample of rocket motors.
 To increase the portability of the test stand, resulting in ease of transportation.
 To decrease the manufacturing costs incurred from specific non-versatile
stands, resulting in cutting out the expenses.
 To improve the design of the test stand resulting in lesser deformations.

30
 CHAPTER-5
PROBLEM STATEMENT

Fig5.1: Geometric views of old test stand trolley

The limitations in the old design are as follows

 Lack of continuous length adjustment feature which makes it less suitable for testing
multiple rockets of various lengths.
Therefore the exact alignment of the centre of gravity of the rocket motor with the
centre of gravity of test stand trolley is non-optimal.

31
 The installation and removal procedures of the formats from the test stand is a
dilatory process.
 The design integrity of the old test stand could not correlate with the existing
demands of the organization, i.e. the structure of the old design is not suitable to test
multiple rocket motors.

32
 CHAPTER-6
DESIGN METHODOLOGY AND IMPLEMENTATION
6.1 SOLIDWORKS INTERFACE

6.2 Modeling of test stand:

The modeling of each individual part and the complete assembly is completedby using
SOLIDWORKS 2020 solid modeling software.

33
6.2.1 Modeling of the wheel:

Features used:
 Sketch
 Revolved boss/base
 Extruded cut

34
6.2.2 Modeling of the base frame:

Features used:
 Sketch
 Extruded boss/base
 Hole wizard

35
6.2.3 Modeling of T-Slot:

Features used:
 Sketch
 Extruded boss/base

36
6.2.4 Modeling of post:

Features used:
 Sketch
 Extruded boss/base
 Extruded cut
 Fillet
 Hole wizard

37
6.2.5 Modeling of Lower Format-A:

38
Features used:
 Sketch
 Extruded boss/base
 Extruded cut
 Hole wizard
 Fillet
 Convert entities

39
6.2.6 Modeling of Lower Format-B:

40
Features used
 Sketch
 Extruded boss/base
 Extruded cut
 Hole wizard
 Fillet
 Convert entities

41
6.2.7 Modeling of Cylindrical Rods:

Features used:
 Sketch
 Extruded boss/base and Extruded cut

42
6.2.8 Modelling of Bush:

Features used:
 Sketch
 Extruded boss/base

43
6.2.9 Modeling of Upper Format:

44
Features used:
 Sketch
 Extruded boss/base
 Hole wizard
 Fillet
 Convert entities

45
Fig a: Front view of test stand

Fig b: Top view of test stand

46
Fig c: Isometric view of Final Assembly(new)

47
 Fig d: Isometric view of test bed with test stand

Load cell

Direction of thrust

Test stand
Weights

Fig e: Side view of the test bed with test stand

48
 CHAPTER-7
RESULTS

7.1 SIMULATION RESULTS OF OLD TEST STAND

7.1.1 Study Properties

Study name Static 1
Analysis type Static
Mesh type Solid Mesh
Thermal Effect: On
Thermal option Include temperature loads
Zero strain temperature 298 Kelvin
Include fluid pressure effects from Off
SOLIDWORKS Flow Simulation
Solver type FFEPlus
Inplane Effect: Off
Soft Spring: Off
Inertial Relief: Off
Incompatible bonding options Automatic
Large displacement Off
Compute free body forces On
Friction Off
Use Adaptive Method: Off
Result folder SOLIDWORKS document
(c:\users\shannu\appdata\local\temp)

7.1.2 Units
Unit system: SI (MKS)
Length/Displacement mm
Temperature Kelvin
Angular velocity Rad/sec
Pressure/Stress N/m^2

49
7.1.3 Material Properties
Model Reference Properties Components
Name: AISI 304 SolidBody
Model type: Linear Elastic 1(Imported1)(Format
Isotropic Assembly-1-1/fixture top
Default failure Max von Mises case-1),
criterion: Stress SolidBody
Yield strength: 2.06807e+08 N/m^2 1(Imported1)(Format
Tensile strength: 5.17017e+08 N/m^2 Assembly-1-1/fixture-1),
Elastic modulus: 1.9e+11 N/m^2 SolidBody
Poisson's ratio: 0.29 1(Imported1)(Format
Mass density: 8,000 kg/m^3 Assembly-1-1/wheel
Shear modulus: 7.5e+10 N/m^2 holder-1),
Thermal expansion 1.8e-05 /Kelvin SolidBody
coefficient: 1(Imported1)(Format
Assembly-1-1/wheel
holder-2),
SolidBody
1(Imported1)(Format
Assembly-1-1/wheel-1),
SolidBody
1(Imported1)(Format
Assembly-1-1/wheel-2),
SolidBody
1(Imported1)(Format
Assembly-1/fixture top
case-1),
SolidBody
1(Imported1)(Format
Assembly-1/fixture-1),
SolidBody
1(Imported1)(Format
Assembly-1/wheel holder-
1),
SolidBody
1(Imported1)(Format
Assembly-1/wheel holder-
2),
SolidBody
1(Imported1)(Format
Assembly-1/wheel-1),
SolidBody
1(Imported1)(Format
Assembly-1/wheel-2),
SolidBody
1(Imported1)(frame holder-
1),
SolidBody
1(Imported1)(frame holder-
2)
Curve Data:N/A

50
7.1.4 Loads and Fixtures
Fixture name Fixture Image Fixture Details
Entities: 4 edge(s), 10
face(s)
Type: Fixed Geometry

Fixed-1

Resultant Forces
Components X Y Z Resultant
Reaction force(N) -0.00368398 375.746 0.00311413 375.746
Reaction Moment(N.m) 0 0 0 0

Load name Load Image Load Details

Entities: 2 face(s)
Type: Apply normal force
Value: 294.3 N

Force-1

51
7.1.5 Contact Information

Contact Contact Image Contact Properties

Type: Bonded
Components: 1
component(s)
Options: Incompatible
mesh
Global
Contact

52
7.1.6 Mesh information
Mesh type Solid Mesh
Mesher Used: Standard mesh
Automatic Transition: Off
Include Mesh Auto Loops: Off
Jacobian points for High quality mesh 16 Points
Element Size 34.8967 mm
Tolerance 1.74483 mm
Mesh Quality High
Remesh failed parts with incompatible mesh Off

7.1.7 Mesh information - Details

Total Nodes 41228

Total Elements 20926
Maximum Aspect Ratio 32.789
% of elements with Aspect Ratio < 3 69.2
% of elements with Aspect Ratio > 10 0.444
% of distorted elements(Jacobian) 0
Time to complete mesh(hh;mm;ss): 00:00:06
Computer name:

53
7.1.8 Resultant Forces

Reaction forces

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N -0.00368398 375.746 0.00311413 375.746

Reaction Moments

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N.m 0 0 0 0
Free body forces

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N 0.0171829 -0.0677137 -0.0449971 0.0830972

Free body moments

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N.m 0 0 0 1e-33

54
7.1.9 Study Results

Name Type Min Max

Stress1 VON: von Mises Stress 0.000e+00N/m^2 1.522e+06N/m^2
Node: 13171 Node: 30234

old Trolly Assembly final-Static 1-Stress-Stress1

Name Type Min Max

Displacement1 URES: Resultant 0.000e+00mm 4.965e-04mm
Displacement Node: 1842 Node: 18896

55
 old Trolly Assembly final-Static 1-Displacement-Displacement1

Name Type
Displacement1{1} Deformed shape

old Trolly Assembly final-Static 1-Displacement-Displacement1{1}

56
Name Type Min Max
Strain1 ESTRN: Equivalent Strain 0.000e+00 2.944e-06
Element: 6531 Element: 14355

old Trolly Assembly final-Static 1-Strain-Strain1

57
7.2 Simulation results of new test stand

7.2.1 Study Properties

Study name Static 1
Analysis type Static
Mesh type Solid Mesh
Thermal Effect: On
Thermal option Include temperature loads
Zero strain temperature 298 Kelvin
Include fluid pressure effects from Off
SOLIDWORKS Flow Simulation
Solver type FFEPlus
Inplane Effect: Off
Soft Spring: Off
Inertial Relief: Off
Incompatible bonding options Automatic
Large displacement Off
Compute free body forces On
Friction Off
Use Adaptive Method: Off
Result folder SOLIDWORKS document
(C:\Users\Shannu\Desktop)

7.2.2 Units
Unit system: SI (MKS)
Length/Displacement mm
Temperature Kelvin
Angular velocity Rad/sec
Pressure/Stress N/m^2

58
7.2.3 Material Properties
Model Reference Properties Components
Name: AISI 304 SolidBody
Model type: Linear Elastic Isotropic1(Chamfer1)(T
Default failure criterion: Max von Mises Stress BOLT-1),
Yield strength: 2.06807e+08 N/m^2 SolidBody
Tensile strength: 5.17017e+08 N/m^2 1(Chamfer1)(T
Elastic modulus: 1.9e+11 N/m^2 BOLT-2),
Poisson's ratio: 0.29 SolidBody
Mass density: 8,000 kg/m^3 1(Chamfer1)(T
Shear modulus: 7.5e+10 N/m^2 BOLT-3),
Thermal expansion 1.8e-05 /Kelvin SolidBody
coefficient: 1(Chamfer1)(T
BOLT-4),
SolidBody 1(Boss-
Extrude2[1])(for
mat 1-1),
SolidBody 2(Boss-
Extrude2[2])(for
mat 1-1),
SolidBody 3(Tap
Drill for M20x1.5
Tap4)(format 1-
1),
SolidBody 1(Tap
Drill for M20x1.5
Tap2)(format 2-
1),
SolidBody 2(Boss-
Extrude2[1])(for
mat 2-1),
SolidBody 3(Boss-
Extrude2[2])(for
mat 2-1),
SolidBody 1(Boss-
Extrude2)(frame
1 670x50-1),
SolidBody 1(Boss-
Extrude2)(frame
1 670x50-2),
SolidBody 1(Cut-
Extrude1)(frame
1200x50-1),
SolidBody 1(Cut-
Extrude1)(frame
1200x50-2),
SolidBody 1(Cut-
Extrude1)(frame
13-1),
SolidBody 1(Cut-
Extrude1)(frame
13-2),
SolidBody 1(Cut-
Extrude1)(frame
13-3),
SolidBody 1(Cut-

59
 Extrude1)(frame
13-4),
SolidBody 1(Cut-
Extrude1)(frame
2 1100x50-1),
SolidBody 1(Cut-
Extrude1)(frame
2 1100x50-2),
SolidBody 1(Boss-
Extrude1)(frame
2 570x50 main-1),
SolidBody 1(Boss-
Extrude1)(frame
2 570x50 main-2),
SolidBody 1(Boss-
Extrude1)(frame
2 570x50 main-3),
SolidBody 1(Boss-
Extrude1)(frame
2 570x50 main-4),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-1),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-2),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-3),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-4),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-5),
SolidBody 1(Boss-
Extrude2)(frame
4 146.6x50-6),
SolidBody 1(Boss-
Extrude1)(frame
6 T-slot 1100-1),
SolidBody 1(Boss-
Extrude1)(frame
6 T-slot 1100-2),
SolidBody
1(Fillet4)(frame
8-1),
SolidBody
1(Fillet4)(frame
8-2),
SolidBody
1(Fillet4)(frame
8-3),
SolidBody
1(Fillet4)(frame
8-4),
SolidBody 1(Cut-
Extrude2)(frmt
hndl-3),
SolidBody 2(Boss-

60
 Extrude2)(frmt
hndl-3),
SolidBody 1(Cut-
Extrude2)(frmt
hndl-4),
SolidBody 2(Boss-
Extrude2)(frmt
hndl-4),
SolidBody
1(EndChamfer)(h
ex nut structural
gradea 9_iso-1),
SolidBody
1(EndChamfer)(h
ex nut structural
gradea 9_iso-2),
SolidBody
1(EndChamfer)(h
ex nut structural
gradea 9_iso-3),
SolidBody
1(EndChamfer)(h
ex nut structural
gradea 9_iso-4),
SolidBody
1(BearingFace)(h
ex structural bolt
gradec short_iso-
2),
SolidBody
1(BearingFace)(h
ex structural bolt
gradec short_iso-
3),
SolidBody
1(BearingFace)(h
ex structural bolt
gradec short_iso-
5),
SolidBody
1(BearingFace)(h
ex structural bolt
gradec short_iso-
6),
SolidBody
1(BearingFace)(h
ex structural bolt
gradec short_iso-
8),
SolidBody 1(Cut-
Extrude1)(shaft-
1),
SolidBody 1(Cut-
Extrude1)(shaft-
2)
Curve Data:N/A

61
7.2.4 Loads and Fixtures
Fixture name Fixture Image Fixture Details
Entities: 8 face(s)
Type: Fixed
Geometry
Fixed-2

Resultant Forces
Components X Y Z Resultant
Reaction force(N) 0.000732422 750.097 1.33514e-05 750.097
Reaction Moment(N.m) 0 0 0 0

Load name Load Image Load Details

Entities: 4 face(s)
Type: Apply normal force
Value: 294.3 N
Force-1

62
7.2.5 Contact Information

Contact Contact Image Contact Properties

Type: No
Penetration
contact pair
Entities: 2 face(s)
Contact Set-53
Advanced: Node to
surface

Contact/Friction force
Components X Y Z Resultant
Contact Force(N) 1.0658E-14 3.5527E-15 -9.8608E-32 1.1235E-14
Type: Bonded
Components: 1
component(s)
Options: Incompatible
Global Contact
mesh

63
7.2.6 Mesh information
Mesh type Solid Mesh
Mesher Used: Standard mesh
Automatic Transition: Off
Include Mesh Auto Loops: Off
Jacobian points for High quality mesh 16 Points
Element Size 47.3338 mm
Tolerance 2.36669 mm
Mesh Quality High
Remesh failed parts with incompatible mesh Off

7.2.7 Mesh information - Details

Total Nodes 41466

Total Elements 20270
Maximum Aspect Ratio 66.003
% of elements with Aspect Ratio < 3 26.8
% of elements with Aspect Ratio > 10 26.3
% of distorted elements(Jacobian) 0
Time to complete mesh(hh;mm;ss): 00:00:13
Computer name:

64
7.2.8 Resultant Forces

Reaction forces

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N 0.000732422 750.097 1.33514e-05 750.097

Reaction Moments

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N.m 0 0 0 0

Selection set Units Sum X Sum Y Sum Z Resultant

Entire Model N.m 0 0 0 1e-33

65
7.2.9 Study Results

Name Type Min Max

Stress1 VON: von Mises Stress 0.000e+00N/m^2 1.537e+06N/m^2
Node: 1 Node: 2749

simulation new main assembly complete-Static 1-Stress-Stress1

Name Type Min Max

Displacement1 URES: Resultant 0.000e+00mm 2.075e-03mm
Displacement Node: 1 Node: 2021

66
 simulation new main assembly complete-Static 1-Displacement-Displacement1

Name Type Min Max

Strain1 ESTRN: Equivalent Strain 0.000e+00 5.021e-06
Element: 1 Element: 1334

simulation new main assembly complete-Static 1-Strain-Strain1

67
CHAPTER-8
CONCLUSION
 The entire modeling and basic simulation of the test stand is done on SOLIDWORKS.

 Versatility of the solid rocket test stand is increased, resulting in testing out a broad

sample of rockets with minimal changes in test stand.

 Portability of test stand is increased, resulting in ease of transportation.

 Results assure that the new test stand can withstand the load with lesser deformation.

CHAPTER-9

FUTURE SCOPE

 Investigate the automation of rocket motor centering and levelling, especially for large

motors.

 Replacing the existing materials with advanced materials to improve mechanical

properties.

68
CHAPTER-10
REFERENCE

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system. Journal of Pyrotechnics, Issue 14, 2001, p. 50-55.

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ballistic rocket thrust measurement. Proceedings of the Instrumentation and Measurement

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[3] Ren Z., Sun B., Zhang J., Qian M. The dynamic model and acceleration compensation for

the thrust measurement system of attitude/orbit rocket. WMSO’08 International Workshop on

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[4] Sun B., Qian M., Zhang J. Review and prospect on research for piezoelectric sensors and

dynamometers. Journal – Dalian University of Technology, Vol. 41, Issue 2, 2001, p. 127-

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[5] Mason D. R., Folkman S. L., Behring M. A. Thrust oscillations of the space shuttle solid

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[6] Brownlee W. G., Marble F. E. An experimental investigation of unstable combustion in

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[9] Hartfield R., Jenkins R., Burkhalter J., Foster W. A review of analytical methods for solid

rocket motor grain analysis. 39th Join Propulsion Conference and Exhibit, 2003, p. 1-15.

[10] Korobow A. I., Batenev A. V., Brazhkin Y. A. Nonlinear elastic properties of D16

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70