Dedicated Launch of Small Satellites using Scramjets

Preller, Dawid; Smart, Michael K.; Schutte, Adriaan

doi:10.2514/6.2016-5480

Cited by 3 publications

(5 citation statements)

References 18 publications

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“…The trajectory was designed by Preller et al in [9] using several steps. These involved the use of CADAC, Computer Aided Design of Aerospace Concepts, HYPAERO and SEAGULL to maintain the scramjet powered launch vehicle at a constant dynamic pressure of 50 kPa while accelerating.…”

Section: Trajectory Designmentioning

confidence: 99%

“…These involved the use of CADAC, Computer Aided Design of Aerospace Concepts, HYPAERO and SEAGULL to maintain the scramjet powered launch vehicle at a constant dynamic pressure of 50 kPa while accelerating. In [9], the takeover point from rocket to scramjet powered ascent is at Mach 6 at the desired dynamic pressure. The modified version of CADAC used in the study integrated the equations of motion at each time step to determine the forces involved, and therefore the necessary manipulation of the trajectory to keep the required conditions.…”

Section: Trajectory Designmentioning

confidence: 99%

“…The modified version of CADAC used in the study integrated the equations of motion at each time step to determine the forces involved, and therefore the necessary manipulation of the trajectory to keep the required conditions. Variation of the angle of attack was used to control the dynamic pressure so the scramjet engines were not hindered [9].…”

Section: Trajectory Designmentioning

confidence: 99%

“…CADAC reads the thrust force at each time interval from propulsion databases [9], which stock a range of thrust values for given inlet conditions. The aerodynamic forces are found using HYPAERO, which determines them by a strip theory method [9].…”

Section: Trajectory Designmentioning

confidence: 99%

“…The aerodynamic forces are found using HYPAERO, which determines them by a strip theory method [9]. This code calculates Mach number, pressure, temperature, density, boundary layer and skin friction along the surface to provide a picture of the overall aerodynamic forces felt by the aircraft [9].…”

Section: Trajectory Designmentioning

confidence: 99%

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Investigation of the performance of an accelerator scramjet with CREST inlet and expansion ramp combustor

Curran¹

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A new inlet design for a scramjet engine has been designed at The University of Queensland, to be used as part of a propulsion system to launch small payloads into orbit.It is known as the CREST inlet, and was designed using similar streamtracing techniques used in the development of the REST inlet. The performance of the CREST inlet is undetermined. As this engine is designed to accelerate a vehicle from Mach 5 to Mach 10, it is important throughout the trajectory that the inlet provides suitable conditions to the combustor.One of the two major aims of this thesis is to provide a preliminary analysis of the inlet, using quasi one dimensional methods, to determine the general performance and highlight areas that may hamper performance. At the lower range of Mach numbers for which this engine must operate, dual mode combustion will be present, where both subsonic and supersonic flow occur in the combustor. This is difficult to sustain, and therefore the other main aim of the thesis is to determine the possibility of using an expansion ramp combustor to hold the dual mode combustion. A quasi one dimensional code was used to determine the performance over the trajectory. For the expansion ramp combustor preliminary investigation, the numerical simulation code Eilmer3 was used.Several sonic injection cases and a porous injection case were simulated.The one dimensional analysis demonstrated satisfactory performance of the inlet over the trajectory. It showed a method of providing heat is required for initial ignition at low Mach numbers, and for low angles of attack further compression is necessary. A significant portion of the flight can be in the dual mode combustion region, indicating it is necessary to provide a method to sustain this. The two dimensional analysis showed that the expansion ramp combustor is a viable option to sustain dual mode combustion.Several factors appear to affect the expansion ramp's ability to generate the recirculation zone and separation indicative of dual mode combustion. These were injection angle and location of the ramp; the boundary layer size being a large contributing factor.From this thesis, the CREST inlet is shown to be a promising candidate for the accelerator scramjet engine, providing good performance with a preliminary, nonoptimised combustor design. The issues identified in this thesis, including the low initial ii temperature, can be resolved by further work. Initially, the expansion ramp combustor appears to be a viable method of sustaining dual mode combustion, and further analysis of it may provide a unique solution to this problem.iii AcknowledgementsCompleting this thesis could not have been done without the support of several people.Chief among these is Dr Vincent Wheatley, who has been the major source of ideas, inspiration and advice, guiding the thesis; so I would like to extend a warm thank you to him. Thank you also to Professor Michael Smart for support (and use of dm_cycle).My parents, Stephen and Meryl Curran, are always more than happy to lend a re...

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Section: Trajectory Designmentioning

confidence: 99%

Section: Trajectory Designmentioning

confidence: 99%

Section: Trajectory Designmentioning

confidence: 99%

Section: Trajectory Designmentioning

confidence: 99%

Section: Trajectory Designmentioning

confidence: 99%

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Investigation of the performance of an accelerator scramjet with CREST inlet and expansion ramp combustor

Curran¹

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Noise Generated in a Scramjet Combustor

Ananthapadmanaban,

McIntyre,

Wheatley

et al. 2024

Journal of Spacecraft and Rockets

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This paper presents the noise levels generated inside a two-dimensional scramjet combustor at Mach 7.3 freestream using the focused laser differential interferometric (FLDI) technique. FLDI measurements were taken at the front, middle, and rear of the combustor’s center plane under unfueled, combustion-suppressed, and combustion-on conditions. Spectral analysis of the FLDI signal shows density fluctuations inside the scramjet combustor are almost two times higher than the freestream and confirms the capability of this technique for measuring the disturbances in a complex hypersonic flowfield. Though combustion-induced pressure rise is low, a trend in the increase in the normalized density fluctuations/noise levels due to supersonic combustion is observed across the measurement locations for the combustion-on condition. However, the overall increment in the noise level is modest between the three conditions and across the three probing locations. This infers that, for the current scramjet geometry, fueling rates, fuel–air mixing, and supersonic combustion are not the dominant noise sources in the scramjet combustor. Instead, the base hypersonic flowfield inside the scramjet combustor is the main contributor to the noise field. Noting that there is relatively large uncertainty in the measured noise levels and that the combustion-induced pressure rise is modest in the present study, further investigation is needed to check the applicability of these results to the scramjet engines with flow paths having more complex flowfields, fueling schemes, and fueling rates.

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