Numerical Simulation of Hypersonic Shock-Induced Combustion Ramjets

Dudebout, Rudolph; Sislian, J. P.; Oppitz, R.

doi:10.2514/2.5368

Cited by 69 publications

(19 citation statements)

References 16 publications

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“…The mixing efficiency of this non-combusting Fig.8. 12. It can be seen that the scramjet case mixes much faster than the shcramjet case.…”

Section: Scramjet No Burningmentioning

confidence: 83%

“…The simulation of this shcramjet vehicle will be at a flight Mach number of 11, which has been shown in previous studies 12 to be the trade-off point where the shcramjet engine becomes more efficient than the scramjet engine. As such, a previously completed scramjet engine, shown in Fig.1.1(b) has been simulated specifically for this comparison using many of the same components.…”

Section: Scope Of Present Studymentioning

confidence: 99%

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Numerically Simulated Comparative Performance of a Scramjet and Shcramjet at Mach 11

Chan

Sislian

Alexander

2010

48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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This study investigates the design and aeropropulsive performance of a complete, hydrogen powered, shock-induced combustion ramjet (shcramjet) at a flight Mach number of 11 and altitude of 34.5 km. The design includes a Prandtl-Meyer compression inlet, cantilevered ramp fuel injectors, a shock-inducing wedge and a divergent nozzle. Numerical studies are undertaken using the WARP code that solves the three-dimensional Favre-averaged Navier-Stokes equations closed by the Wilcox k-ω turbulence model and the Jachimowski H 2 /air chemical kinetics model. Studies of fuel injection properties, mixing duct length, combustor wedge and nozzle geometry are completed to maximize the overall performance of the vehicle. The final shcramjet configuration generates a specific impulse of 1110 s. A comparison is undertaken with a scramjet vehicle at identical flight conditions and using many of the same components. The comparable scramjet generates a higher specific impulse of 1450 s although it is significantly larger and therefore heavier.ii

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“…The mixing efficiency of this non-combusting Fig.8. 12. It can be seen that the scramjet case mixes much faster than the shcramjet case.…”

Section: Scramjet No Burningmentioning

confidence: 83%

Section: Scope Of Present Studymentioning

confidence: 99%

Numerically Simulated Comparative Performance of a Scramjet and Shcramjet at Mach 11

Chan

Sislian

Alexander

2010

48th AIAA Aerospace Sciences Meeting Including the New Horizons Forum and Aerospace Exposition

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“…The first is by simply cutting a cavity out of the base of the injector below the duct that is supplying fuel. This type of geometry has been studied by Parent et al [14][15][16][17][18][19] at similar conditions and is referred to as a cantilevered ramp injector. The second cuts back the injector base in an expansion wedge, as shown in Figure 5.…”

Section: Ramp Injectionmentioning

confidence: 99%

“…Recent advances in pre-injection for the shcramjet forebody with hydrogen and hydrocarbon fuel considered the use of cantilevered injectors with slot cooling to prevent boundary layer autoignition. [14][15][16][17][18][19] …”

Section: Previous Workmentioning

confidence: 99%

Study of Forebody Injection and Mixing with Application to Hypervelocity Airbreathing Propulsion

Axdahl

Kumar²,

Wilhite

2012

48th AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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The use of premixed, shock-induced combustion in the context of a hypervelocity, airbreathing vehicle requires effective injection and mixing of hydrogen fuel and air on the vehicle forebody. Three dimensional computational simulations of fuel injection and mixing from flush-wall and modified ramp and strut injectors are reported in this study. A well-established code, VULCAN, is used to conduct nonreacting, viscous, turbulent simulations on a flat plate at conditions relevant to a Mach 12 flight vehicle forebody. In comparing results of various fuel injection strategies, it is found that strut injection provides the greatest balance of performance between mixing efficiency and stream thrust potential.

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“…However, in the level of technique implementation, there are many key technologies to be broken through, including experimental validation of stable detonation, mixing, prevention Figure 2 Shcramjet model[4].…”

mentioning

confidence: 99%

Research status of key techniques for shock-induced combustion ramjet (shcramjet) engine

Huang

Qin

Luo

et al. 2010

Sci. China Ser. E-Technol. Sci.

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As one of the most promising propulsion systems in the future, shock-induced combustion ramjet engine can remedy the disadvantages in the integrated design of scramjet engine and airframe. It can shorten the length of the combustor, lighten the structure weight of the engine and keep better performance in a broad range of flight Mach number. The elementary principle of shockinduced combustion ramjet engine is introduced. The key technologies of this kind of propulsion system are described, while their research status is presented in detail. Suggestion on the development of shcramjet engine in China is put forward. aerospace propulsion system, shock-induced combustion ramjet engine, premature ignition, premixed efficiency, denotationCitation: Huang W, Qin H, Luo S B, et al. Research status of key techniques for shock-induced combustion ramjet (shcramjet) engine. Sci China Tech Sci, 2010, 53: 220−226,

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Numerical Simulation of Hypersonic Shock-Induced Combustion Ramjets

Cited by 69 publications

References 16 publications

Numerically Simulated Comparative Performance of a Scramjet and Shcramjet at Mach 11

Numerically Simulated Comparative Performance of a Scramjet and Shcramjet at Mach 11

Study of Forebody Injection and Mixing with Application to Hypervelocity Airbreathing Propulsion

Research status of key techniques for shock-induced combustion ramjet (shcramjet) engine

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