Experimental investigation of a 2-D dual mode scramjet with hydrogenfuel at Mach 4-6

Vinogradov, Viacheslav A.; Грачев, В. А.; Petrov, M. D.; Shikhman, Iu.

doi:10.2514/6.1990-5269

Cited by 19 publications

(11 citation statements)

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“…The scheme exists for a ighttest engine with a combined combustor in which a subsonic condition fuel is injected and burns in the expanded part; near the end of combustor with a cross section more than inlet throat (subsonic combustion) and at supersonic conditions (supersonic combustion), fuel is injected near the entrance of combustor and burns along the whole its length was chosen for the analysis of such an engine schemes. 3 In accordance with the DMSCRAM approachesexisting in those times, the rectangular mode of engine was chosen for the rst step of investigation. In later steps, however, an axisymmetrical model with annular combustor was chosen, mainly to simplify the HFL construction, to decrease the weight of HFL with engine, and to decrease the cost of engine development and nishing treatment.…”

Section: Engine Concept For Flight Testsmentioning

confidence: 99%

“…Hydrogen ignition was accomplishedby electrical spark plugs mounted in wall cavity stabilizers in the rst and in the third combustor sections. 3 The axisymmetricalDMSCRAM model (see Fig. 4b) had a length ¼1:3 m and was designedby takinginto considerationthe test results for the rectangularone.…”

Section: Engines Design For Ground and Flight Testsmentioning

confidence: 99%

“…3 The walls of ground models were made of stainless steel without cooling. To determine the possibility of ground tests for the rectangular model, a full-scale DMSCRAM mock-up was fabricated.…”

Section: Engines Design For Ground and Flight Testsmentioning

confidence: 99%

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Russian Research on Experimental Hydrogen-Fueled Dual-Mode Scramjet: Conception and Preflight Tests

Ogorodnikov

Vinogradov

Shikhman

et al. 2001

Journal of Propulsion and Power

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The experience of model dual-modescramjet (DMSCRAM) creation and the main results of ground and pre ight tests are analyzed in this paper beginning from the conception choice, goals, and working program implemented for about 15 years, preceding to the rst ight test of hypersonic ight laboratory. Design schemes for plane and axisymmetrical engine concept are examined. The description of experimental test facilities, test instrumentation, and methods of readings treatment used in ground-test procedure of DMSCRAM are given. The test results of ground model engine at Mach-number range M = 3.5-6.5 and ground test-results for ight type engine at M = 5 were cited and con rmed the durability and readiness of developed DMSCRAM for ight tests. Nomenclature= cross-section area G = mass fuel, air rate g = relative fuel consumption I = ow impulse M = Mach number P Q = heat release parameter Q comb = heat resulted in fuel combustion Q W = summary heat ux into the duct walls q w = speci c heat ux into the wall q 1 = freestream dynamic pressure R = thrust Re = Reynolds number T = temperature X = drag force ® = angle, heat-transfer coef cient = fuel/air equivalence ratio ± ® = heat-transfer nonuniformity coef cient, ± ®;cool D .® max ® min /=® averagé = combustion ef ciency » 6 = nozzle impulse loss coef cient, » 6 D .1 I real =I ideal / ¾ = total pressure recovery coef cient ' = inlet capture ratio Subscripts at = angle of attack c, comb = combustor cool = cooling system, coolant rz = recirculation zone t = total parameters th = inlet throat w = wall 6 = summary value I, II, III, = rows of fuel injectors IV, and V 1 = freestream parameters Presented as Paper 98-1586 at

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Section: Engine Concept For Flight Testsmentioning

confidence: 99%

Section: Engines Design For Ground and Flight Testsmentioning

confidence: 99%

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Russian Research on Experimental Hydrogen-Fueled Dual-Mode Scramjet: Conception and Preflight Tests

Ogorodnikov

Vinogradov

Shikhman

et al. 2001

Journal of Propulsion and Power

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“…A longer isolator may cause an increase in drag and engine weight, while moving the injection location to further downstream may cause a decrease in combustion efficiency and lower pressure rise due to the shorter residence time for reactions. The concept of staged fuel injection [5][6][7][8] utilizes dispersed heat release to avoid locally excessive pressure rise occurring in the case of single-stage fuel injection at high equivalence ratios. As such, better pressure distributions and higher thrust can be attained in a staged supersonic combustor [5][6][7][8].…”

Section: Introductionmentioning

confidence: 99%

“…The concept of staged fuel injection [5][6][7][8] utilizes dispersed heat release to avoid locally excessive pressure rise occurring in the case of single-stage fuel injection at high equivalence ratios. As such, better pressure distributions and higher thrust can be attained in a staged supersonic combustor [5][6][7][8]. In a practical scramjet operation, it is also advantageous to use proper fuel distributions to adjust the fuel delivery in accord with different flight conditions and achieve an optimum engine performance.…”

Section: Introductionmentioning

confidence: 99%

Performance of supersonic model combustors with staged injections of supercritical aviation kerosene

et al. 2010

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Supersonic model combustors using two-stage injections of supercritical kerosene were experimentally investigated in both Mach 2.5 and 3.0 model combustors with stagnation temperatures of approximately 1,750 K. Supercritical kerosene of approximately 760 K was prepared and injected in the overall equivalence ratio range of 0.5-1.46. Two pairs of integrated injector/flameholder cavity modules in tandem were used to facilitate fuel-air mixing and stable combustion. For single-stage fuel injection at an upstream location, it was found that the boundary layer separation could propagate into the isolator with increasing fuel equivalence ratio due to excessive local heat release, which in turns changed the entry airflow conditions. Moving the fuel injection to a further downstream location could alleviate the problem, while it would result in a decrease in combustion efficiency due to shorter fuel residence time. With two-stage fuel injections the overall combustor performance was shown to be improved and kerosene injections at fuel rich conditions could be reached without the upstream propagation of the boundary layer separation into the isolator. Furthermore, effects of the entry Mach number and pilot hydrogen on combustion performance were also studied.

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Introduction

Segal¹

2009

The Scramjet Engine

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Experimental investigation of a 2-D dual mode scramjet with hydrogenfuel at Mach 4-6

Cited by 19 publications

References 0 publications

Russian Research on Experimental Hydrogen-Fueled Dual-Mode Scramjet: Conception and Preflight Tests

Russian Research on Experimental Hydrogen-Fueled Dual-Mode Scramjet: Conception and Preflight Tests

Performance of supersonic model combustors with staged injections of supercritical aviation kerosene

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