A streamlined, pressure-matched fuel injector for scramjet application

Gruber, Mark; Bulman, Melvin

doi:10.2514/6.2000-3707

Cited by 6 publications

(6 citation statements)

References 6 publications

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“…Corresponding numerical results obtained by Cox-Stouffer et al 30 showed good agreement with the experimental data. Computations of the injectant flow used the Viscous Upwind aLgorithm for Complex Flow ANalysis (VULCAN) Navier-Stokes code.…”

Section: Introductionsupporting

confidence: 76%

Independent Stage Control of a Cascade Injector

Meicenheimer¹,

Gutmark²,

Carter³

et al. 2005

41st AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

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A comprehensive investigation of independent stage control as applied to a cascade injector was completed. It was experimentally demonstrated that altering the number of active stages in the cascade could control the plume structure of this injector. Influence coefficient analysis showed that the first stage governed penetration height. Power law correlation comparison found the cascade injector penetrated higher than a normal, circular injector by a factor of 3.5.Corresponding computational data showed agreement with the experimental data in terms of penetration distance, but less accuracy in predicting plume width. A turbulence model study indicated the Menter model to have the closest agreement with experimental data. However, the fine grid solution produced using Wilcox k-ω was later found to have better agreement. The computational data was also used to produce a synthetic signal similar to the experimental planar laser induced fluorescence signal that improved agreement with the experimental data. Additional support was a grant of computer time on the SGI Origin 3900 provided by the Aeronautical Systems Center Major Shared Resource Center Department of Defense High Performance Computing Modernization Program at Wright-Patterson Air Force Base. Support from the staff of this center as well as the Research Air Facility personnel are recognized and appreciated. Mr. D. Schommer and Mr. W. Terry are gratefully acknowledged for their contributions to experimental set-up, testing, and overall laboratory support during this project. The assistance provided by Mr. C. Smith and Mr. K. Kirkendall to bench test and seal the injector is appreciated. Mr. G. Streby is thanked for his design and engineering support. Computer support provided by Mr. M. List and First Lieutenant J.

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Section: Introductionsupporting

confidence: 76%

Independent Stage Control of a Cascade Injector

Meicenheimer¹,

Gutmark²,

Carter³

et al. 2005

41st AIAA/ASME/SAE/ASEE Joint Propulsion Conference &Amp;amp; Exhibit

View full text Add to dashboard Cite

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“…The non-intrusive methods are classified into three categories: angled injection [10][11][12], port geometry optimization (elliptical [11,13], wedge [14], or diamond [15][16][17] shapes), multi-array injection (e.g., aeroramp [18,19], staged [20], and cascade [21,22] injectors), and their combinations. Low-angled injection systems [10,11] and the aeroramp injector [19] exhibited jet penetration trends similar to those of the physical ramp injector.…”

Section: Introductionmentioning

confidence: 99%

“…Tandem two-staged injection behind a backward-facing step exhibited that the blockage effect of the upstream jet facilitated the penetration of the downstream jet [20]. A cascade injector [21,22] is a more progressive design actively using the tandem effect to increase the jet penetration.…”

Section: Introductionmentioning

confidence: 99%

Supersonic Combustion Using a Stinger-Shaped Fuel Injector

Kouchi

Masuya

Hirano³

et al. 2013

Journal of Propulsion and Power

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We developed a stinger-shaped injector (stinger injector) for supersonic combustors in cold-flow experiments. The stinger injector has a port geometry with a sharp leading edge in front of a streamwise slit. This injector produced higher jet penetration at a lower jet-tocrossflow momentum flux ratio (J) than a conventional circular injector. We applied the injector in a Mach 2.44 combustion test at a stagnation temperature of 2060 K. At a low fuel equivalence ratio (Φ) regime (i.e., low J regime), the injector produced 10% higher pressure thrust than the circular injector because of high jet penetration as expected from the coldflow experiments. Even at a moderate Φ regime, the stinger injector produced higher pressure thrust than the circular injector. At moderate Φ, the stinger injector held the flame around the injector and generated a precombustion shock wave in front of the injector. The presence of the precombustion shock wave decreased the momentum flux of the crossflow air and diminished the advantage of the injector for jet penetration. The injector, however, produced higher pressure thrust because better flame-holding produced higher pressure around the injector. At a higher Φ regime, the precombustion shock wave went upstream with both injectors. The far-upstream presence of a precombustion shock wave increased the

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“…Penetration also increases with the increasing thickness of the approach boundary layer 18 due to aerodynamic "shielding." These observations led to the development of the aero-ramp 19 and the cascade injectors, 20 which utilized an array of smaller jets, carefully designed to take advantage of both shielding and pressure matching to enhance the fuel jet penetration. Decomposing the area of a single large flushwall injector into multiple smaller ones has the additional advantage of physically increasing the fuel-air interface area, which enhances mixing.…”

Section: Injector Geometries and Simulated Flow Conditionsmentioning

confidence: 99%

CFD Analysis of Mixing Characteristics of Several Fuel Injectors at Hypervelocity Flow Conditions

Drozda

Drummond²,

Baurle³

2016

52nd AIAA/SAE/ASEE Joint Propulsion Conference

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CFD analysis is presented of the mixing characteristics and performance of three fuel injectors at hypervelocity flow conditions. The calculations were carried out using the VULCAN-CFD solver and Reynolds-Averaged Simulations (RAS). The high Mach number flow conditions match those proposed for the planned experiments conducted as a part of the Enhanced Injection and Mixing Project (EIMP) at the NASA Langley Research Center. The EIMP aims to investigate scramjet fuel injection and mixing physics, improve the understanding of underlying physical processes, and develop enhancement strategies and functional relationships relevant to flight Mach numbers greater than eight. Because of the high Mach number flow considered, the injectors consist of a fuel placement device, a strut; and a fluidic vortical mixer, a ramp. These devices accomplish the necessary task of distributing and mixing fuel into the supersonic cross-flow albeit via different strategies. Both of these devices were previously studied at lower flight Mach numbers where they exhibited promising performance in terms of mixing efficiency and total pressure recovery. For comparison, a flush-wall injector is also included. This type of injector generally represents the simplest method of introducing fuel into a scramjet combustor, however, at high flight Mach number conditions, the dynamic pressure needed to induce sufficient fuel penetration may be difficult to achieve along with other requirements such as achieving desired levels of fuel-to-air mixing at the required equivalence ratio. The three injectors represent the baseline configurations planned for the experiments. The current work discusses the mixing flow field behavior and differences among the three fuel injectors, mixing performance as described by the mixing efficiency and the total pressure recovery, and performance considerations based on the thrust potential.

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A streamlined, pressure-matched fuel injector for scramjet application

Cited by 6 publications

References 6 publications

Independent Stage Control of a Cascade Injector

Independent Stage Control of a Cascade Injector

Supersonic Combustion Using a Stinger-Shaped Fuel Injector

CFD Analysis of Mixing Characteristics of Several Fuel Injectors at Hypervelocity Flow Conditions

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