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On: 02 December 2014, At: 21:23
Publisher: Taylor & Francis
Informa Ltd Registered in England and Wales Registered Number: 1072954 Registered office: Mortimer
House, 37-41 Mortimer Street, London W1T 3JH, UK
To cite this article: Z. A. Rana, B. Thornber & D. Drikakis (2013) Dynamics of Sonic Hydrogen Jet Injection and
Mixing Inside Scramjet Combustor, Engineering Applications of Computational Fluid Mechanics, 7:1, 13-39, DOI:
10.1080/19942060.2013.11015451
To link to this article: http://dx.doi.org/10.1080/19942060.2013.11015451
Engineering Applications of Computational Fluid Mechanics Vol. 7, No. 1, pp. 1339 (2013)
Dept. of Fluid Mechanics & Computational Sciences, School of Engineering, Cranfield University,
Bedfordshire, MK43 0AL, UK.
* E-Mail: zeeshan.rana@yahoo.com (Corresponding Author)
ABSTRACT: This paper presents the application of a Finite Volume Godunov-type implicit large eddy simulation
method to study fuel injection into the combustion chamber of HyShot-II scramjet engine without chemical
reaction/combustion in order to understand the fuel injection and air-fuel (hydrogen) mixing. The study is carried out
in two parts; part one presents analysis of 2D HyShot-II geometry (without fuel injection) incorporating high
temperature gas formulation which is validated against the NASA Thermally-Perfect-Gas code in order to obtain the
combustion chamber inlet conditions. These combustor initial conditions are then utilized in part two for 3D
combustion chamber simulations with hydrogen injection but cold flow where a digital filter based turbulent inflow
boundary condition has been utilized. The purpose of the study is to understand the flow physics, hydrogen jet
penetration and air & fuel mixing inside the HyShot-II combustor which is vital at the design stages. Various flow
features are investigated such as the Mach number, velocity, pressure distributions, temperature, turbulent kinetic
energy, Reynolds stresses and the effect of counter rotating vortices on mixing. The results of full geometry
simulations are compared with computational results from the German Aerospace Centre, DLR, whereas due to
unavailability of any data for hydrogen cold flow the validity of the results is based upon a similar validation case
presented earlier (Rana et al., 2011b).
Keywords:
1. INTRODUCTION
Hypersonic Air-breathing Propulsion (HAP)
devices, such as scramjet (supersonic combustion
ramjet) engines, are required for efficient
hypersonic propulsion. A scramjet employs
supersonic combustion, typically above Mach 2,
in order to generate thrust for propulsion. HAP
systems eliminate the requirement to carry
oxygen on-board the flight as the device would
scoop oxygen from the atmosphere as it goes
along resulting in huge savings in terms of weight
and possibly size. But this is not as simple as it
sounds. HAP systems such as scramjets have no
thrust at all while standing still. Research has
continued in this area with a view to develop a
Single-Stage-To-Orbit (SSTO) propulsion system
that can operate from zero runway speed to
hypersonic cruise (above Mach 5), and at
hypersonic velocities the scramjet would start
producing the necessary thrust.
Escher (2001) proposed seven operating modes of
a supercharged ejector scramjet (SESJ) combined
cycle engine. In this study Escher examined both
SSTO
and
Two-Stage-To-Orbit
(TSTO)
applications for this engine. Hiraiwa et al. (2008)
presented their study of a scramjet and rocketReceived: 1 Jan. 2012; Revised: 25 Aug. 2012; Accepted: 4 Sep. 2012
13
=0
(2)
2 +
U = ; F =
(3)
(4)
(5)
2. COMPUTATIONAL FRAMEWORK
The governing equations for a Newtonian fluid
flow i.e., Navier-Stokes (NS) equations are
employed in this study which can be written as:
+ (u) = 0 ,
(u)
+ (uu) = -S ,
(1)
+ (u) = -(S u) - q
= + + +
(6)
+ = (1)
15
(7)
(8)
1)2
= (1) +
1)2
(9)
1)2
2.4
(10)
Numerical methods
16
Fig. 1
Fig. 2
Table 1 Two grid resolutions used to study twodimensional HyShot-II geometry in order to
obtain combustor inlet conditions.
Grid
Resolution
Coarse
Fine
Value
Angle of Attack
3.56 (degrees)
Mach Number
7.40013
Static Pressure
1812.53 (Pa)
Temperature
242.44 (K)
Density
0.025962 (kg/m3 )
Reynolds Number
3.8E6 (m1 )
N2 Mass Fraction
7.48784E-1
N Mass Fraction
3.85178E-10
NO Mass Fraction
2.40283E-2
O2 Mass Fraction
2.27054E-1
O Mass Fraction
1.34457E-4
17
= 5.0 104
(11)
Fig. 3
4. HYSHOT-II ANALYSIS
Fig. 4
Nx
Ny
Nz
Total
(106 )
Ly
Lz
z+
Coarse
509
101
101
5.2
0.5
0.2
10
Medium
765
121
111
10.2
0.5
0.2
10
Fine
1176
141
121
20.1
0.5
0.2
10
Fig. 5
Internal and external shock formations around the HyShot-II scramjet engine: (a) Two dimensional full
geometry analysis; (b) Close-up view of shock formations at bleed section and combustion chamber entrance
showing a shock generated by bottom wall and entering into combustion chamber; (c) Mach number contours
at combustion chamber entrance; and (d) Shock train travelling inside combustion chamber.
Fig. 6
Normalized pressure distributions, (a) at inlet ramp, and inside combustion chamber without fuel injection, (b)
lower wall and (c) upper wall of combustion chamber.
19
Fig.7
Combustion chamber inlet profiles for various flow features obtained at X = 355 mm position (or, X/D = 26.5) as shown in Fig. 5(a & c)). These profiles are used as inflow conditions for the three dimensional
combustion chamber simulations, (a) Velocity profile; (b) Pressure profile; and (c) Temperature profile.
Fig. 8
Time averaged three dimensional flow structure using Q-criterion showing various JISC flow structures inside
HyShot-II combustion chamber.
Fig. 9
Instantaneous flow
21
Fig. 11 Instantaneous snapshots of jet fluid volume fraction at t = 120.21 on mid plane (Y/D = 0) for three grid levels.
Fig.12
Instantaneous views of jet fluid volume fraction presenting flow development inside HyShot-II combustion
chamber at t = 148.57 on mid plane (Y/D = 0) and wall-normal planes (X/D = 1, 3, 5 15 and 90) for fine
grid.
22
Fig. 13 Energy spectra at various locations upstream and downstream of jet plume. The p represents the point
locations as (X/D,Y/D,Z/D) for each point.
Fig.14
Jet penetration
In this, and the following, sections the timeaveraged flow inside the combustion chamber is
analyzed. The time-averaged data presented here
has been obtained for a non-dimensional time ( ~
160) by averaging 2000 instantaneous equitimestep files. The trajectory of maximum jet
concentration has been obtained by using a
correlation, Equation (12), proposed by
Abramovich (1963), which has also been used by
Orth and Funk (1967) in their experiments to
study the jet penetration in supersonic flow where
they demonstrated that the Equation (12) agrees
reasonably well with the experimental values for
X/D 8.
0.434
0.333
(12)
5.3
Velocity field
Fig. 16 Time averaged Mach number and hydrogen volume fraction (passive scalar) inside the combustion chamber at
cross-flow planes (X/D = 1, 3, 5, 15 and 90) along with streamlines (contour legend same as shown in Fig.
15).
25
Fig. 17 Normalized stream-wise velocity profiles at various locations on wall-normal mid plane (Y/D = 0).
Fig. 18 Normalized wall-normal velocity profiles at various locations on wall-normal mid plane (Y/D = 0).
Fig. 19 Hydrogen volume fraction (H2 V.F.) profiles at various locations on wall-normal mid plane (Y/D = 0); (Line
legend same as in Fig. 18).
Fig. 20 Normalized longitudinal pressure profiles on bottom wall of combustion chamber after hydrogen injection at
various locations on wall (Y/D = 0, 1, 2, 3 and 4).
5.4
Pressure distributions
Fig. 21 Normalized longitudinal pressure profiles on top wall of combustion chamber after hydrogen injection at
various locations on wall (Y/D = 0, 1, 2, 3 and 4).
+ +
2
2
(13)
(14)
where both are non-dimensionalised by the freestream velocity, are presented in Figs. 22 and 23
at various locations in the flow field. Fig. 22
presents TKE and RS at the wall-normal mid
plane (Y/D= 0). There are three high TKE zones
clearly visible; one is in the upstream region in
the recirculation zone and the others downstream
of the jet injection port. The higher TKE region
Fig. 23 Time averaged turbulent kinetic energy and Reynolds shear-stress contours inside combustion chamber at
cross-flow planes (X/D = 1, 3, 5, 15 and 90) along with streamlines (contour legend same as shown in Fig.
22).
Fig. 24 Turbulent kinetic energy (TKE) profiles at various locations on wall-normal mid plane (Y/D = 0); (Line
legend same as in Fig. 18).
Fig. 25 Reynolds shear-stress (RS) profiles at various locations on the wall-normal mid plane (Y/D = 0); (Line legend
same as in Fig. 18).
Fig. 26 Time averaged temperature and RMS contours of fluctuations in hydrogen volume fraction (passive scalar)
inside combustion chamber at wall-normal mid plane (Y/D = 0) along with streamlines.
Fig. 27 Time averaged temperature and RMS contours of fluctuations in hydrogen volume fraction (passive scalar)
inside combustion chamber at crossflow planes (X/D = 1, 3, 5, 15 and 90) along with streamlines (contour
legend same as shown in Fig. 26).
34
Fig. 28 RMS of fluctuations in hydrogen volume fraction (passive scalar) profiles at various locations on wall-normal
mid plane (Y/D = 0); (Line legend same as in Fig. 18).
5.6
Fig. 29 Temperature profiles at various locations on wall-normal mid plane (Y/D = 0).
6. CONCLUSIONS
In this paper a complex multi-species flow
outside and inside the HyShot-II scramjet engine
has been analyzed. The supersonic turbulent
boundary layer has been generated using a digital
filter based turbulent inflow data generation
method which has been validated for a similar
case previously. The emphasis of this study was
the fuel injection, penetration and mixing inside
the HyShot-II combustion chamber without any
chemical reactions in order to understand the flow
features and properties. As no experimental or
CFD result are available to compare the data, the
validity of the results for the
combustion
chamber are based upon the results presented
earlier, where exactly same methodology has been
implemented and the results were compared with
the experimental and previous LES data.
Important findings of the analysis are itemized
below:
37
ACKNOWLEDGEMENTS
The simulations presented in this article have
been carried out on Cranfield Universitys Astral
supercomputer. The authors would like to
acknowledge the financial support for this project
from EPSRC under the Doctoral Training
Accounts (DTA) scheme.
REFERENCES
1. Abramovich G (1963). The Theory of
Turbulent Jets. Massachusetts Institute of
Technology Press, Cambridge, Mass.
2. Anderson J (2006). Hypersonic and HighTemperature
Gas
Dynamics.
AIAA
Education Series, 2nd ed.
38
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