Hypervelocity Skin-Friction Reduction by Boundary-Layer Combustion of Hydrogen

Goyne, Christopher P.; Stalker, R. J.; Paull, A.; Brescianini, C. P.

doi:10.2514/2.3645

Cited by 64 publications

(47 citation statements)

References 18 publications

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“…The velocity profile in the boundary layer was set using a one-seventh power law, and the temperature profile was calculated using the Crocco-Busemann law 15 . Previous numerical studies 4 indicate that the current duct height was large enough to ensure that the boundary layer on the test surface was not influenced by the boundary layer on the opposing wall. Therefore the lower wall was treated as inviscid.…”

Section: Numerical Simulationmentioning

confidence: 99%

“…This results in a reduction in friction at the surface. Combustion of hydrogen in the boundary layer has been shown to result in an additional skin friction reduction and to extend the length downstream of injection over which there is a substantial reduction in skin friction 4 . The release of heat from combustion further reduces the density within the boundary layer thereby decreasing Reynolds stresses.…”

Section: Skin Frictionmentioning

confidence: 99%

“…The space marching technique used automatically selects the step sizes in the downstream direction, as the computation progresses. In previous studies 4 the number of downstream steps was manually altered, yielding unchanged results. Hence it was concluded that the computational results were independent of grid size…”

Section: Numerical Simulationmentioning

confidence: 99%

“…Alternatively, flying at higher altitudes could reduce heat transfer levels without reducing engine size. A previous study 4 carried out in the T4 free-piston reflected shock tunnel at The University of Queensland indicated that a 70-80% reduction in viscous drag, for a given injectant mass flow, could be obtained by boundary layer combustion. In addition, a somewhat surprising experimental result was that heat transfer, rather than being increased, was slightly reduced by boundary layer combustion.…”

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confidence: 99%

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Skin Friction Reduction in Hypersonic Turbulent Flow by Boundary Layer Combustion

Suraweera

Mee

Stalker

2005

43rd AIAA Aerospace Sciences Meeting and Exhibit

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Section: Numerical Simulationmentioning

confidence: 99%

Section: Skin Frictionmentioning

confidence: 99%

Section: Numerical Simulationmentioning

confidence: 99%

mentioning

confidence: 99%

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Skin Friction Reduction in Hypersonic Turbulent Flow by Boundary Layer Combustion

Suraweera

Mee

Stalker

2005

43rd AIAA Aerospace Sciences Meeting and Exhibit

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“…This step injection station consisted of 24 portholes, each 0.65 mm in diameter and angled at 15°to the axis of the isolator. These injectors were designed to entrain fuel in the engine boundary layer (Doherty, 2013b;Suraweera and Smart, 2009), thereby benefitting from skin friction reduction through boundary layer combustion (Goyne et al, 2000;Stalker, 2005).…”

Section: Scramjet Modelmentioning

confidence: 99%

An experimental investigation of an airframe integrated three-dimensional scramjet engine at a Mach 10 flight condition

Doherty¹

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The University of Queensland in 2014 school of mechanical and mining engineering centre for hypersonics abstract Realisation of the dream of airbreathing access-to-space requires the development of a scramjet engine that produces sufficient net thrust to enable acceleration over a wide Mach number range. With engines that are highly integrated with the airframe, the net performance of a scramjet powered vehicle is closely coupled with the vehicle attitude and is difficult to determine only from component level studies. This work investigates the influence of airframe integration on the performance of an airframe integrated scramjet through the measurement of internal pressure distribution and the direct measurement of the net lift, thrust and pitching moment using a three-component stress wave force balance. The engine chosen as the basis for this study was the Mach 12 rectangularto-elliptical shape-transition (m12rest) scramjet that was developed by Suraweera and Smart (2009) as a research engine for access-to-space applications. The inlet and combustor flowpath were integrated with a slender 6°wedge forebody, streamlined external geometry and three dimensional thrust nozzle. The scale of the engine was chosen so that the entire engine would fit within the core-flow diamond (bi-conic) produced by a Mach 10 facility nozzle. The Mach 10b facility nozzle was chosen because it is the largest nozzle current in use with the t4 Stalker Tube and because the offdesign performance of a scramjet engine is of interest for access-to-space vehicles that must accelerate over a range of Mach numbers.Freejet experiments were conducted within the t4 Stalker Tube. Two trueflight Mach 10 test conditions were used: a high pressure test condition that replicated flight at a dynamic pressure of 48 kPa and a low pressure test condition that replicated flight at a dynamic pressure of 28 kPa. Scaling of the test conditions according to the established binary scaling law was not completed due to facility operational limits.The engine featured two fuel injection stations from which gaseous hydrogen was injected. The first injection station was partway along the length of the inlet while the second injection station was at the start of the combustor behind a rearward facing circumferential step. In addition to investigating inlet-only and step-only injection, a combined scheme where 68 % of the fuel was injected from the step station and 32 % from the inlet station was also investigated.To support the analysis of the experimental results, numerical simulations of the engine with no fuel injection were conducted using the nasa code vulcan. Analysis of the simulations show that the mass capture ratio with respect to the projected inlet area is approximately 60 % at each test condition. The simulations also show that spillage of flow from the slender forebody accounts for just 12 % of the flow through the projected iii inlet area, a small but non-negligible fraction. By integrating the engine surface forces, the drag coefficient with respect ...

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