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Results for “Supersonic combustion”

Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS1964

Review of Problems in Application of Supersonic Combustion

The problem of air-breathing engines capable of flying at very high Mach numbers is described briefly. Possible performance of supersonic combustion ramjets is outlined briefly and the supersonic combustion process is described. Two mechanisms of combustion are outlined: one is supersonic combustion controlled by convection process, and the second is controlled by diffusion. The parameters related to the combustion process are discussed in detail. Data and analyses of reaction rates and mixing phenomena are represented; the flame mechanism is discussed, and experimental results are presented.

Antonio Ferri↗
DOE OSTI2025

Assessment of flamelet/progress variable methods for supersonic combustion

Tabulated chemistry models, including the flamelet/progress variable approach, have been successfully used for a variety of turbulent flame simulations. The progress variable describes the progress of reactions in a system and parameterizes a lookup table of thermochemical variables. This approach reduces the cost of simulations, transporting only one scalar (progress variable) instead of the many species mass fractions required for detailed chemistry. Originally developed for low Mach number flame simulations, recent works have focused on extensions of this approach to compressible flames, supersonic combustion, and detonations, with applications such as scramjet combustors and rotating detonation engines. Unlike low Mach simulations, compressible flow simulations require solving the energy transport equation, which is coupled to the equation of state. This leads to additional modeling challenges regarding the thermodynamics and its impact on the chemistry. The validity of modeling assumptions, for example the relationship between energy and temperature, also varies with the combustion regime. The present work provides a detailed assessment of the existing strategies for chemistry tabulation for compressible/supersonic combustion, including detonations. A priori analysis indicates that approximations which are reasonable for weakly compressible flames may break down for shock-induced combustion. Furthermore, the analysis identifies specific assumptions and approximations that do not hold for detonations, emphasizing that care must be taken when applying tabulated chemistry models outside their intended combustion regimes.

Detonations↗
NASA NTRS1997

Future Aerospace Technology in the Service of the Alliance: Sustained Hypersonic Flight - Volume 3

Sustained Hypersonic Flight capability is envisioned for several future military and civilian applications, such as long range immediate reaction reconnaissance, high speed interception of air targets, long range precision strike against hardened or time critical targets, and access to space. The inherent reduction in time-to-target and low vulnerability will permit new operational tactics. The symposium outlined mission needs and operational scenarios for hypersonic vehicles. Addressed were: Technological issues and challenges in external hypersonic aerodynamics and design, propulsion and engine/airframe integration, military ramjet applications, overall system design including structures and materials development needs, and test facilities. Ground based test facilities cannot provide full simulation at Mach numbers above 5. Therefore, the use of Computational Fluid Dynamics design tools is essential. For routine use of the computational tools in analysis, design and optimization, it is necessary to reduce the time for the entire computational process by two orders of magnitude. Hypersonic boundary layer transition remains a critical design issue because of the important impact on engine drag and on heating, which can affect the choice of materials and thermal protection systems. In addition, reliable prediction of scramjet net thrust is an absolute must in resolving hypersonic air breathing vehicle design issues. Due to current facility and computational shortfalls, the development of future hypersonic flight systems requires research flight tests in the technology areas of boundary layer transition and air-breathing propulsion engine performance. For sustained hypersonic flight beyond Mach 6, the supersonic combustion ramjet (scramjet) engine is the only choice for the near future. Only this air-breathing concept offers a significant promise of large reductions in required propellant fractions, increased payload fractions, and reduced size vehicles, together with a foreseeable technological feasibility. Airframe/engine integration, combustor design and thermal management are the predominant engineering tasks. Fuels, hydrogen or hydrocarbon, must be matched to the operational needs of military or civil use. Experience in existing ramjet propelled missiles capable of speeds up to Mach 4 can support the development effort. The potential mission and cost benefits of sustained hypersonic flight to both military and civil applications are tremendous. From the budget point of view, the possibility of sharing development costs between military and civil programs offers a specific advantage.

Combustion chambers↗
NASA NTRS1993

Combustion for future supersonic transport propulsion

Even with it's marginal performance, Concorde has demonstrated that supersonic civil aircraft are a practical proposition. A second generation machine will need sufficiently good performance for a robust operating system that can provide reliable, frequent service with competitive economics. Additionally, the propulsion system must be acceptable environmentally. That is it must create acceptable noise levels around airports and have acceptable emissions throughout its mission including cruise. Whatever devices may be used to improve the acceptability at subsonic flight conditions, the high operating temperatures at cruise can create difficult targets for the operation of the combustion system both mechanically and in the combustion process itself. While the driving force is ever better fuel consumption and weight to achieve economic viability, a future supersonic transport engine will have cycle temperatures limited only by the mechanical integrity of the major components. The environment of the major components in modern gas turbine engines is dominated by the air delivered by the compressor system. Consequently the maximum compression temperature is governed by materials available for the turbine and compressor discs. The continued improvement of the disc material leads to combustion inlet temperatures beyond today's experience and sets difficult targets for combustion system emissions. This is worsened by the requirement being at cruise and therefore maintained for the major part of the mission. Problems such as creep and oxidation of metallic parts are also considered.

B. W. Lowrie↗
NASA NTRS1960

Combustion of Highly Reactive Fuels in Supersonic Airstreams

The feasibility of adding heat to supersonic airstreams by combustion was studied in a small wind tunnel. Aluminum borohydride, pentaborane, hydrocarbon-aluminum borohydride mixtures, trimethylaluminum, diethylaluminum hydride, alkylboranes, alkylboron hydrides and vinylsilane were tested. The first three ignited easily and burned well. The others either failed to ignite or burned only in the diffuser. Trimethylaluminum and diethylaluminum hydride produced light and other evidence of heat evolution when water was simultaneously injected into the tunnel. Gross effects on flow were studied by observation of shock patterns and water sprays injected from the tunnel walls. Examples are given which illustrate the use of these techniques in aerodynamic studies in larger wind tunnels.

Fletcher, Edward A.↗