Analysis of a Three-Dimensional, High Pressure Ratio Scramjet Inlet with Variable Internal Contraction

Hohn, Oliver M.; Gülhan, Ali

doi:10.2514/6.2012-5975

Cited by 13 publications

(8 citation statements)

References 33 publications

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“…The three-dimensional scramjet intake model was designed by means of a CFD parameter study by Hohn and Gülhan [13] and Riehmer and Gülhan [14], and a computer-aided design (CAD) image is displayed in Fig. 1.…”

Section: A Scramjet Intake Modelmentioning

confidence: 99%

Experimental and Numerical Performance Analysis of a Self-Starting Three-Dimensional Scramjet Intake

Flock

Gülhan

2017

Journal of Propulsion and Power

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In this work, a three-dimensional intake model was investigated in a blowdown wind tunnel and results were compared and complemented with Reynolds-averaged Navier-Stokes simulations. The intake model was equipped with a movable cowl with which the internal contraction ratio was set to the self-starting limit. Three different conditions were investigated: first, a v-shaped cowl geometry at a freestream Mach number of seven; second, a straight cowl geometry at a freestream Mach number of seven; and, finally, a v-shaped cowl geometry at a freestream Mach number of six. Furthermore, a one-dimensional postanalysis was performed to calculate overall engine parameters from stream-thrust-averaged intake performance parameters. Numerical results were within the experimental uncertainty, except for small displacements near separation regions. The mass capture ratio of the v-shaped cowl was slightly higher as compared to the straight cowl. When increasing the Mach number from six to seven, the specific impulse dropped from 2561 to 2100 s, respectively. For the Mach 7 configurations, a maximum sustainable backpressure ratio of approximately 115 was measured. For the Mach 6 case, the maximum sustainable static backpressure ratio dropped to about 85. The maximum sustainable backpressure to operating backpressure ratio was around 4:1, and it was independent of the Mach number.

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Section: A Scramjet Intake Modelmentioning

confidence: 99%

Experimental and Numerical Performance Analysis of a Self-Starting Three-Dimensional Scramjet Intake

Flock

Gülhan

2017

Journal of Propulsion and Power

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“…The exit area of the axisymmetric Busemann intake was set equal to the cross-sectional area of a three-dimensional scramjet model, which was investigated previously in our department and measured A cc ≈ 2700 mm 2 . The reference intake height of inviscid Busemann geometries was h cc 0.0294 m. Further information on the three-dimensional intake model can be found in [30,31]. Because Euler simulations are independent of the intake size, the intake dimensions were defined as fractions of the combustion chamber height h cc .…”

Section: Reference Configurationmentioning

confidence: 99%

Viscous Effects and Truncation Effects in Axisymmetric Busemann Scramjet Intakes

Flock

Gülhan

2016

AIAA Journal

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During Busemann intake design, two constraints have to be considered. First, caused by the displacement of the boundary layer, the pressure levels in a Busemann intake were higher (≈40%) than the values predicted analytically; these effects were labeled viscous effects. Second, truncating the flowfield also changed the properties of the classical Busemann flow; these effects were labeled truncation effects, and it can be distinguished between truncating the intake at the leading edge and at the rear side. To take into account viscous effects, the boundary-layer displacement thickness was calculated with an integral method and added to the inviscid Busemann contour. To quantify leadingedge truncation effects, an oblique shock at the leading edge was assumed, and the pressure at the intake exit was corrected with the continuity equation. The change in flow properties during the rear-side truncation was calculated with a stream-thrust analysis. The effects were separately investigated with Reynolds-averaged Navier-Stokes and Euler simulations, respectively. After the viscous correction, the deviation between numerically and analytically calculated pressure level was below 10%. When truncating the intake, the numerically calculated average pressure and temperature levels were within 1% of the analytical values.

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“…This scramjet intake was designed and experimentally investigated at the German Aerospace Center (DLR) in Cologne [68] and is referred to as DLR intake. A photo of the intake presented within this section is shown in Figure 14.…”

Section: B Dlr Intakementioning

confidence: 99%

“…These values are used as inflow conditions in the simulations. During the experiments, the surface pressure in the intake was measured by a total of 55 Kulite pressure probes [68]. Table 6 Wind tunnel conditions for the DLR intake configuration.…”

Section: B Dlr Intakementioning

confidence: 99%

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Transition Prediction for Scramjets Using γ-Reθt Model Coupled to Two Turbulence Models

Frauholz

Reinartz

Müller

et al. 2015

Journal of Propulsion and Power

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Because of viscous interaction in hypersonic flows, the state of the boundary layer significantly influences possible shock-wave boundary-layer interaction as well as surface heat loads. Hence, for engineering applications, the efficient numerical prediction of the laminar-to-turbulent transition is a challenging and important task. Within the framework of the Reynolds-averaged Navier-Stokes equations, Langtry-Menter proposed the γ-Re θ t transition model using two transport equations for the intermittency and Re θ t combined with the shear stress transport turbulence model. The transition model contains two empirical correlations for the onset and length of transition. Langtry-Menter designed and validated the correlations for the subsonic and transonic flow regimes. For applications in the hypersonic flow regime, the development of a new set of correlations proved necessary. Within this paper, we propose a next step and couple the transition model with the Speziale-Sarkar-Gatski/Launder-Reece-Rodi ω Reynolds stress turbulence model, which we found to be well suited for scramjet intake simulations. First, we illustrate the necessary modifications of the Reynolds stress model and the hypersonic in-house correlations using a hypersonic flat plate test case. Next, the transition model is successfully validated for its use coupled to both turbulence models using a hypersonic double ramp test case. Regardless of the turbulence model, the transition model is able to correctly predict the transition process compared to experimental data. In addition, we apply the transition model combined with both turbulence models to three different fully three-dimensional scramjet intake configurations that are experimentally investigated in wind tunnel facilities. The agreement with the available experimental data is also shown. Nomenclature c p = specific heat at constant pressure, pressure coefficient, -D ij = diffusion tensor for Reynolds stresses, m 2 ∕s 3 E = specific total energy, m 2 ∕s 2 E γ = destruction term of γ transport equation, m∕s F length = transition length function, empirical correlation, -H = total specific enthalpy, m 2 ∕s 2 I = turbulent intensity,k = turbulent kinetic energy, m 2 ∕s 2 L = maximum refinement level,l = local refinement level, -M = Mach number, -M ij = turbulent mass flux tensor for Reynolds stresses, m 2 ∕s 3 P ij = production tensor for Reynolds stresses, m 2 ∕s 3 P γ = production term of γ transport equation, m∕s P θ t = production term of Re θt transport equation, m∕s p = pressure, Pa p t = total pressure, Pa q i = component of heat flux vector, W∕m 2 q t k = turbulent heat flux, W∕m 2 Re = Reynolds number, 1∕m Re θt = transition onset Reynolds number, -Re θ c = critical Reynolds number, empirical correlation, -Res drop = averaged density residual, at which adaptations are performed, -R ij = Reynolds stress tensor, m 2 ∕s 2 St = Stanton number, -T = temperature, K T w = wall temperature, K T 0 = total temperature, K t = time, s u i = velocity component, m∕s x i = Cartesian coordinates compon...

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Analysis of a Three-Dimensional, High Pressure Ratio Scramjet Inlet with Variable Internal Contraction

Cited by 13 publications

References 33 publications

Experimental and Numerical Performance Analysis of a Self-Starting Three-Dimensional Scramjet Intake

Experimental and Numerical Performance Analysis of a Self-Starting Three-Dimensional Scramjet Intake

Viscous Effects and Truncation Effects in Axisymmetric Busemann Scramjet Intakes

Transition Prediction for Scramjets Using γ-Reθt Model Coupled to Two Turbulence Models

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