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Research Papers

Numerical Analysis of a Kerosene-Fueled Scramjet Combustor

[+] Author and Article Information
Malsur Dharavath

DRDL, DRDO,
Hyderabad, Andhra Pradesh 500058, India
e-mail: malsurd@gmail.com

P. Manna

DRDL, DRDO,
Hyderabad, Andhra Pradesh 500058, India
e-mail: pbmanna999@gmail.com

P. K. Sinha

DRDL, DRDO,
Hyderabad, Andhra Pradesh 500058, India
e-mail: pksinha@drdl.drdo.in

Debasis Chakraborty

DRDL, DRDO,
Hyderabad, Andhra Pradesh 500058, India
e-mail: debasis_cfd@drdl.drdo.in

1Corresponding author.

Contributed by the Heat Transfer Division of ASME for publication in the JOURNAL OF THERMAL SCIENCE AND ENGINEERING APPLICATIONS. Manuscript received April 15, 2014; final manuscript received January 26, 2015; published online November 11, 2015. Assoc. Editor: Suman Chakraborty.

J. Thermal Sci. Eng. Appl 8(1), 011003 (Nov 11, 2015) (7 pages) Paper No: TSEA-14-1076; doi: 10.1115/1.4030699 History: Received April 15, 2014

A kerosene-fueled scramjet combustor was numerically analyzed in order to meet the requirement of thrust for a hypersonic test vehicle. The internal configuration of the fuel injection struts and fuel injection was arrived through computational fluid dynamics (CFD) study. The combustor was tested in the hypersonic test facility at DRDL. Numerical simulations were carried out along with facility nozzle (from throat onward) both for nonreacting and reacting flow. Three-dimensional (3D) Reynolds-averaged Navier–Stokes (RANS) equations are solved along with k–ε turbulence model. Single-step chemical reaction with Lagrangian particle tracking method (LPTM) is used for combustion of kerosene fuel. Fairly good match of the top wall pressure has been obtained with experimental data for both nonreacting and reacting flows. Effects of mass flow rate of incoming vitiated air and fuel flow have been studied numerically in details. Top wall pressure distributions have been found to decrease with the decrease of the mass flow rate of vitiated air. Significant drop of wall pressure, higher thrust per unit fuel flow, and combustion efficiency have been observed with the decrease of fuel flow.

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References

Figures

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Fig. 4

(a) Mach number, (b) static pressure, and (c) static temperature distribution at various axial planes

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Fig. 3

Grid distribution at different planes of the scramjet combustor: (a) X–Y plane, (b) X–Z plane, and (c) Y–Z plane

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Fig. 2

Typical strut geometry

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Fig. 1

Details of the scramjet combustor: (a) top view and (b) side view

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Fig. 5

Comparison of nonreacting top wall pressure distribution (Z = 1.6h)

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Fig. 6

(a) Mach number, (b) static pressure, and (c) static temperature distribution for reacting flows at various axial planes

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Fig. 7

Average Mach number (a), static pressure (b), and static temperature (c) distribution for reacting flows along the length

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Fig. 8

Mass fraction distribution of (a) CO2, (b) O2, and (c) Jet-A (C12H23) vapor at various axial locations

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Fig. 9

Comparison of top wall pressure distribution (Z = 1.6h)

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Fig. 10

Effects of vitiated air flow (RM)

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Fig. 11

Effects of fuel flow rate (RM)

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