Numerical investigations of a hydrogen-fueled scramjet combustor at cruise §ight conditions of Mach 8 at an altitude of 30 km have been performed. Two combustor con¦gurations were investigated: a single-stage combustor with a central strut injector and a two-staged combustor combining the central strut and wall-mounted ramp injectors. These numerical simulations are aimed to study the §ow structure, supersonic mixing, autoignition, and combustion for the present combustor con¦gurations. A turbulent §ow from a separate intake calculation was used as in §ow condition for the combustor. A better performance for the two-staged combustor con¦guration was observed. The combination of the central strut injection together with the wall-ramp injection improved the turbulent mixing and, consequently, the combustion process. Inside the supersonic combustion chamber, the autoignition zone occurred downstream of the injectors, and combustion takes place accompanied by high heat release and pressure rise. As the equivalence ratio was increased, the combustion became stronger causing an upstream displacement of the shock train producing di¨erent pressure variations. For the two-staged combustor con¦guration, the location of the autoignition zone was found to appear further upstream compared to single-stage combustor. Mixing was improved by addition of the second-stage injection. The in §uence of the wall temperature was also investigated showing an e¨ect on the combustion pressure rise and the length and location of the shock train.

In the present paper the comparison between experiments and numerical simulations for a generic Scramjet configuration are been presented. The experiments have been conducted for a Mach 7 condition at the hypersonic blow down wind tunnel H2K at the German Aerospace Center (DLR) in Cologne. The corresponding numerical simulations have been performed using two different numerical solvers. During the experiments, air was injected through central strut and wall-ramp injectors to simulate a combustion backpressure. In order to generate a database for a comparison between numerical and experimental data, wall pressures were measured along the bottom and top side walls, Pitot pressure at the exit of the combustor, and heat flux on the sidewalls. The reasonable good agreement between the experiments and the numerical solutions show the feasibility of the numerical tools to predict complex flow structures in high-speed flows. Furthermore, an extrapolation of the numerical and experimental data to real flight conditions at an altitude of 30 km was undertaken and the feasibility of the proposed Scramjet configuration is been shown.