Free jet test of the AFRL HySET scramjet engine model at Mach 6.5 and 4.5

2001 ◽  
Author(s):  
Richard Norris
Keyword(s):  
Free Jet ◽  
Engine Model ◽  
Scramjet Engine

scholarly journals Combustion Test of a Mach 5 Scramjet Engine Model

2013 ◽  
Vol 17 (3) ◽  
pp. 9-14
Author(s):  
Inyoung Yang ◽  
Yang-Ji Lee ◽  
Young-Moon Kim ◽  
Kyung-Jae Lee
Keyword(s):  
Engine Model ◽  
Scramjet Engine

scholarly journals A Scramjet Engine Model Including Effects of Precombustion Shocks and Dissociation

2008 ◽  
Author(s):  
Sean Torrez ◽  
Nathan Scholten ◽  
Daniel Micka ◽  
James Driscoll ◽  
Michael Bolender ◽  
...  
Keyword(s):  
Engine Model ◽  
Scramjet Engine

CFD Analysis of the Combustion of Hydrogen in a Simulated Two Dimensional Scramjet Engine

2004 ◽  
Author(s):  
J. K. Rencher ◽  
A. H. Massoudi ◽  
D. W. Guillaume
Keyword(s):  
High Speed ◽  
Premixed Combustion ◽  
Research Center ◽  
Test Facility ◽  
Published Data ◽  
Two Dimensional ◽  
Hydrogen Fuel ◽  
Engine Model ◽  
Scramjet Engine ◽  
Langley Research Center

The purpose of this research is to accurately simulate combustion in a scramjet engine using a CFD (Computational Fluid Dynamics) software package called Fluent and to validate the results with existing experimental data from NASA Langley Research Center[1]. The use of a particular engine characteristic called compression ramp injection was used to increase the mixing of air and fuel inside the combustion duct as well as provide the necessary compression of the fuel/air mixture. The duct length and other pertinent dimensions were also determined by published data from NASA [1]. The engine model used is relatively small and, at this stage, can be thought of as a two dimensional combustor duct rather than a true engine. The scope of this project involves the simultaneous calculations and analysis of both combustion and high-speed compressible flow. Thermodynamic data was used to create hydrogen fuel in a Fluent module called prePDF (probability density function), which calculates the look-up tables and chemical reactions for the fuel. Non-premixed combustion at Mach 2 was carried out using various equivalence ratios, (ratio of actual fuel/air mixture to stoichiometric fuel/air mixture) ranging from .4 to 1.4. The basic characteristics of the numerical model are as follows: steady state; non-premixed combustion; hydrogen fuel PDF model with 4 species; k-epsilon viscous model. Results of the numerical analysis include a comparison of combustion efficiencies for various equivalence ratios to the combustion efficiencies and equivalence ratios obtained by NASA in their experimental ground test facility at Langley Research Center [1].

Testing of a scramjet engine model in Mach 6 vitiated air flow

1997 ◽  
Author(s):  
Tetsuo Hiraiwa ◽  
Shigeru Sato ◽  
Sadatake Tomioka ◽  
Takeshi Kanda ◽  
Takashi Shimura ◽  
...  
Keyword(s):  
Air Flow ◽  
Engine Model ◽  
Scramjet Engine

Study for Starting Characteristics of Scramjet Engine Test Facility (SETF)

2012 ◽  
Author(s):  
Yang Ji Lee ◽  
Sang Hun Kang ◽  
Soo Seok Yang
Keyword(s):  
Supply System ◽  
Test Cell ◽  
Test Facility ◽  
Engine Test ◽  
Free Jet ◽  
Air Supply ◽  
Type Test ◽  
Ejector System ◽  
Scramjet Engine ◽  
Starting Characteristics

Korea Aerospace Research Institute started on design and development of a hypersonic air-breathing engine test facility from 2000 and completed the test facility installation in July 2009. This facility, designated as the Scramjet engine test facility (SETF), is a blow-down type high enthalpy wind tunnel which has a pressurized air supply system, air heater system, free-jet type test chamber, fuel supply system, facility control/measurement system, and exhaust system with an air ejection. Unlike most aerodynamic wind-tunnel, SETF should simulate the enthalpy condition at a flight condition. To attain a flight condition, a highly stagnated air comes into the test cell through a supersonic nozzle. Also, an air ejector of the SETF is used for simulating altitude conditions of the engine, and facility starting. SETF has a storage air heater (SAH) type heating system. This SAH can supply a hot air with a maximum temperature of 1300K. Using the SAH, SETF can achieve the Mach 5.0 flight at an altitude of 20 km condition. SETF has a free-jet type test cell and this free-jet type test cell can simulate a boundary layer effect between an airplane and engine using the facility nozzle, but it is too difficult to predict the nature of the facility. Therefore it is required to understand the starting characteristics of the facility by experiments. In 2009, a Mach 3.5 test of SETF was done for acceptance testing which is a maximum air supply condition of 20 kg/s. SETF showed the facility efficiency of a 100% without a test model at the Mach 3.5 condition. In 2010, a Mach 6.7 aerodynamic test campaign with a scramjet engine intake. But SETF could not start at the Mach 6.7 condition with the existing ejector system at that time. To get a facility starting, we modified the ejector system. After modification of the ejector system, SETF started at the Mach 6.7 condition with a facility efficiency of 58%. In this paper, the starting characteristics of the SETF with various flight conditions, and modifications of the ejector system will be described.

Study on Supersonic Mixing in Scramjet Engine Model Using a Catalytic Reaction on a Platinum Wire

2000 ◽  
Vol 2000 (0) ◽  
pp. 26
Author(s):  
Takakage ARAI ◽  
Jiro KASAHARA ◽  
Junji MIURA ◽  
Fuminori SAKIMA ◽  
Takayuki AMI
Keyword(s):  
Catalytic Reaction ◽  
Platinum Wire ◽  
Engine Model ◽  
Supersonic Mixing ◽  
Scramjet Engine
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