2) Missile Aerodynamics Topic: - Missiles with non circular cross section. 3) Theory Of Turbulence Topic: - Predicting Turbulence Using K-Epsilon Model. High Speed Aerodynamics : - Scramjet Inlet Supersonic combustion ramjet scramjet engine is a direct descendant of a ramjet engine.
High Speed Aerodynamics : - Scramjet Inlet Not self starting, a scramjet powered vehicle must be accelerated to the required velocity by some other means of propulsion, such as turbojet or rocket engines.
Types of scramjet Inlets 1) External compression
High Speed Aerodynamics : - Scramjet Inlet Types of scramjet Inlets 2) Mixed compression
3) Internal Compression High Speed Aerodynamics : - Scramjet Inlet Theoretical calculation is performed for a scramjet with a free stream starting Mach number 4. The following assumptions are taken: -
1) Flow is one dimensional. 2)Boundary layer shock wave interactions are neglected. 3)Air as perfect gas. 4)Heat transfer to or from the wall will be neglected.
High Speed Aerodynamics : - Scramjet Inlet varying from 13.1 to 13.5 and For Altitude of 22000 m, P = 4275 Pa, T = 218.22 K OSW Ma Mna Mnb Mb Pa Pb Ta Tb (Po)a (Po)b 1 4 25 1.6904 0.6431 3.093 4275 13530.37 218.22 316.68 647727.27 556980.67 2 3.093 29 1.524 0.6941 2.484 13530.37 34215.59 316.68 422.59 556980.67 514260.26 3 2.484 34 1.418 0.7355 2.005 34215.59 74788.45 422.59 535.67 514260.26 490141.45 4 2.005 42 1.361 0.7572 1.538 74788.45 148918.77 535.67 658.34 490141.45 474260.87 High Speed Aerodynamics : - Scramjet Inlet Total Pressure Loss For OSW, loss = 26. 7 %
For Normal Shock M =4, (Po)a = 647727.27 , from NS tables (Po)b / (Po)a = 0.1388 (Po)b = 89904.54, loss = 86.12 %
For Mach numbers greater than 3, the normal shock losses become unacceptably high and oblique shock compression becomes necessary.
High Speed Aerodynamics : - Scramjet Inlet Comparison With CFD Values: -
Mach Number Pressure Temperature CFD 1.82 1.09 * e^5 609 Theoretical 1.538 148918.77
658.34 High Speed Aerodynamics : - Scramjet Inlet Conclusion
While scramjets are conceptually simple, actual implementation is limited by extreme technical challenges.
Maintaining combustion in the supersonic flow presents additional challenges, as the fuel must be injected, mixed, ignited, and burned within milliseconds Missile Aerodynamics : - Missiles with non circular cross section. Commonly used cross section is circular.
Other types of cross section 1) Rectangular. 2) Square. 3) Elliptical. Missile Aerodynamics : - Missiles with non circular cross section. Why? Storage and carriage purposes. Higher aerodynamic efficiencies. Increase the available internal volume of a store relative to the store with a circular cross section.
Missile Aerodynamics : - Missiles with non circular cross section. Results
The bodies with square and rectangular cross sections had greater CN values. Pressure drag was more in the circular c-s missile, than square c-s missile. The problem with rectangular case is that, when the missile rolls and its cross-section changes from horizontal rectangle to vertical its aerodynamic efficiency drops drastically Missile Aerodynamics : - Missiles with non circular cross section. Square cross-section (with rounded corners) decrease in CN and large vortex separation are formed above the missile body at a medium angle of attack
But for the case of elliptical bodies, (at phi = 0) the body vortices are symmetric and the feeding sheet forms at the side edge of the body.
Missile Aerodynamics : - Missiles with non circular cross section. at phi = 45, the size of both vortices decreased with roll angle and these vortices increased the lifting efficiency of this elliptic body The use of round corners have led to considerable decrease in the above unfavorable effects, but a loss in CN value was evident. Missile Aerodynamics : - Missiles with non circular cross section. Practical use: - In Submarine launch platforms/ launch tubes Initially used one-missile-per-tube approach, which severely restricts the number of missiles which may be carried. Partitioning of launch tubes. (constraints Diameter, volume and hence affects range)
Missile Aerodynamics : - Missiles with non circular cross section. So missiles with non-circular cross section - configuration would enable more efficient use of existing space in a missile launch tube in terms of accommodating greater propellant loading.
Difficulties in manufacturing.
Noguidance air-to-ground missiles: - Which need to have the maximum possible load density and the minimum possible drag. Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. Turbulence is the most natural mode of fluid motion. It can be found in everyday life situations the wind, a fire, cumulus clouds, boundary layers growing on aircraft wings, most combustion processes, the flow in a river etc.
The K-epsilon model is one of the most common turbulence model K turbulent kinetic energy Epsilon - turbulent dissipation
Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. CFD Analysis Flow over a flat plate (problem from research paper - 1991) Free-stream velocity of 33 m/s, length 5.5 m and height is 1.5 times as high as the measured boundary layer thickness Using two turbulence models Spalart Allmaras and K Epsilon model
Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. T.B.L thickness
= 0.37 * x / (Re)^(0.2) at x= 5.5m , the thickness is calculated as 0.0775 m
Domain Height, H = 1.5 * 0.0075 = 0.11m H 0.1 m
Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. Catia modelling
Ansys Workbench Meshing Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. Boundary Condition
Results: - Friction Coefficient 1) From experiment 0.00243. 2) Spalart Allmaras 0.003. 3) K Epsilon 0.0025. Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. Vector Plot
Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. Velocity Profile (@ x= 5.5 m)
= 0.0775 m (Theoretical). = 0.08 m
Theory Of Turbulence - Predicting Turbulence Using K-Epsilon Model. For a flow field the success of numerical computations depend on two factors
1) A well-constructed grid generation. 2) Choosing proper Turbulence model.
An ideal turbulence model should introduce the minimum amount of complexity while capturing the essence of relevant physics.
Computational Wind Engineering 1: Proceedings of the 1st International Symposium on Computational Wind Engineering (CWE 92) Tokyo, Japan, August 21-23, 1992