While the operating conditions are the main factors that influence engine design, it is important to understand ignition in any potential design to ensure reliable light-ability. Ignition probability maps can be generated, either experimentally or numerically, to inform design of ignition mechanisms. Recent models have been proposed to estimate ignition probability using non-reacting computational fluid dynamic (CFD) simulations. These models have not been applied to scramjet flame holding cavities. A qualitative model is described that uses tracer particles that probe CFD data and are removed when the conditions are adverse to flame survivability. The parameters that influence ignition are investigated by changing the criteria to define the flammable region. A quantitative model is developed based on a frozen flow assumption and the assumption that a region exists such that the geometry can be considered ignited if a flame is able to be propagated to this region. A virtual flame begin in this "ignition region" and propagates backwards in time to all the cells that would be successful if forward time was used. This model is implemented with an Eulerian and a Lagrangian scheme (IMIT and LIMIT, respectively). The results are compared to a previous coldlow model, I-CRIT-LES, on a low speed, lifted jet geometry and a supersonic cavity geometry. The models generate similar results on the jet case. A diffusion-like effect in IMIT allows the virtual flame to propagate over streamlines and into cells that the flame should not be able to reach. Thus the cavity ignition map generated by IMIT overpredicts ignition. The diffusion-like problem is solved by using particles following the streamlines. Therefore, LIMIT results match the qualitative experimental data in the cavity better than the other models.

A numerical investigation of the performance of two candidate designs for injection into supersonic flow, including a comparison of two renormalized group theory (RNG) based k-epsilon turbulence models with a more conventional k-epsilon model. The chosen designs were an unswept ramp injector with four injection ports and a novel nine-hole injector array. The objectives of the investigation were to provide reliable computational solutions to the flowfields in question using both RNG and standard k-epsilon turbulence models and to compare the solutions to experiment, thereby to judge the relative performance of the turbulence models. A second objective of the investigation was to use the computed data to provide design insights for the nine-hole injector array. This investigation made use of GASP(tm) version 2.2, a commercial computational fluid dynamics code that was augmented by the addition of one RNG-based k-epsilon turbulence model derived by Zhou, et. al. and one variant of Zhou's model, which was derived by the author. Mesh sequencing studies were performed to measure solution quality, with the fine mesh for the injector array containing roughly one million grid nodes and the fine mesh for the ramp injector containing more than six million grid nodes. Results of these studies indicated that the injector-array solution was significantly under-resolved in the farfield, though the quality was better in the vicinity of the injector itself. The ramp-injector solution, while not perfectly grid-resolved, showed much better grid convergence in both the nearfield and farfield. Accordingly, comparison with experiment was better for the ramp injector than for the injector array. For both injectors, the differences between solutions generated with RNG-based k-epsilon and standard k-epsilon turbulence models were negligibly small." Despite inadequate grid resolution in the farfield, the computational investigation of the nine-hole injector array did yield several important design insights. Particularly, the significance to mixing and losses of the placement of the outer injectors of the second and third rows was determined. / Ph. D.

The main objective of this thesis is to develop a comprehensive model with the capability of modeling both a high Reynolds number and high magnetic Reynolds number turbulent flow for application to supersonic combustor. The development of this model can be divided into three categories: one, the development of a self-consistent MHD numerical model capable of modeling magnetic turbulence in high magnetic Reynolds number applications. Second, the development of a gas discharge model which models the interaction of externally applied fields in conductive medium. Third, the development of models necessary for studying supersonic combustion applications with plasma-assistance such the extension of chemical kinetics models to extremely high temperature and non-equilibrium phenomenon.

ITC/USA 2005 Conference Proceedings / The Forty-First Annual International Telemetering Conference and Technical Exhibition / October 24-27, 2005 / Riviera Hotel & Convention Center, Las Vegas, Nevada / Hypersonic test vehicles require extensive data acquisition in order to accurately determine and refine engine performance. The increasing speed of scramjet engines places new constraints on data manipulation and system control. A compact modular flight computer has been developed that has high speed analog data acquisition, a programmable high data rate PCM (Pulse Code Modulation) encoder, compact data storage, and high speed I/O (Input/Output) capabilities. Principle to the design is the thermal management required for space environments. A functional overview is presented together with a summary of the analog performance. The integration of future capability requirements is also discussed.

Supersonic inlet starting by mass spillage is studied theoretically and numerically in the present thesis. A quasi-one-dimensional, quasi-steady theory is developed for the analysis of flow inside a perforated inlet. The theory results in closed-form relations applicable to flow starting by the mass spillage technique in supersonic and hypersonic inlets. / The theory involves three parameters to incorporate the multi-dimensional nature of mass spillage through a wall perforation. Mass spillage through an individual slot is studied to determine these parameters; analytical expressions for these parameters are derived for both subsonic and supersonic flow conditions. In the case of mass spillage from supersonic flows, the relations are exact. However, due to the complexity of flow field, the theory is an approximation for subsonic flows. Therefore, a correction factor is introduced which is determined from an empirical relation obtained from numerical simulations. / A methodology is also proposed to determine perforation size and distribution to achieve flow starting for a given inlet at a desired free-stream Mach number. The problem of shock stability inside a perforated inlet designed with the proposed method is also discussed. / The method is demonstrated for some test cases. Time-realistic CFD simulations and experimental results in the literature confirm the accuracy of the theory and the reliability of the proposed design methodology.

With the high costs of flight testing, especially at hypersonic speeds, ground based facility testing of scramjets becomes an attractive option. The expansion tube is the only facility currently that can offer full flight property duplication at the total pressures and total enthalpies required, while maintaining correct chemical composition. Due to difficulties with short test times and unsteady flow phenomena, scramjet testing in these facilities has not been thoroughly investigated. This study examines these issues, in order to explore the practicality of testing a full ’tip to tail’ scramjet engine at a true flight replication condition in an expansion tube facility. An investigation was initially undertaken on the large X3 expansion tunnel facility to maximise test time and core flow, aimed at producing a 30 km altitude, Mach 10 flow condition. This was identified as the limitation point of the T4 reflected shock tunnel, which has generally been accepted to produce reliable scramjet data for propulsion tests. Using a condition that is also able to be produced in the T4 facility, will permit direct comparison of data between the two facilities in the future, providing confidence in results from expansion tube facilities. Both experimental measurements and numerical calculations showed that the limitation of the test time was due to large boundary layer growth after transition, which engulfed the entire core flow 200 μs into the test time. This phenomenon is likely to affect all scramjet duplication conditions in expansion tubes, as the flow properties are conducive to boundary layer transition occurring. Two solutions where proposed and investigated in order to overcome the flow disruption caused by boundary layer transition; the use of a steady expansion nozzle at the acceleration tube exit; the use of hydrogen as an accelerator gas. Since the smaller X2 facility had a Mach 10 steady expansion nozzle and X3 was decommissioned for the free piston driver to be upgraded, the investigation was shifted to X2. Due to a restricted test time of 550 μs, the static pressure of the flow condition was increased to allow a reduction in the length of the scramjet (pressure-length scaling). A combination of experimental and numerical calculations of the facility was used to define the flow properties. With the confidence of overcoming the phenomenon associated with boundary transition in the X2 facility, numerical modelling of the X3 facility with a steady expansion nozzle was then undertaken to show a 1 ms condition could be produced. Although initially promising, the hydrogen accelerator gas solution requires further investigation. A two dimensional scramjet was designed with upstream injection for testing in X2. This was a three shock inlet with a constant area combustor and a planar thrust surface. Since the flow condition involved changes in flow properties during the test time, aninvestigation of the appropriateness of a quasi steady analysis was undertaken. Using a fuel off simulation of the scramjet duct with the transient inflow properties from the X2 facility nozzle exit, the convective terms for pressure were shown to be two orders of magnitude larger than local terms indicating the dominance of the convective terms change in flow properties at any location allowing quasi-steady flow to be assumed. A normalisation procedure was developed to deal with the transient nature of the data and to accurately represent the axial progression of the gas through the duct. The numerical simulations were also used to show that both flow establishment was achieved and that impulsive starting of the intake would occur. Experimentation with the scramjet using static pressure measurements throughout the body side of the engine provided verification of supersonic combustion. This was verified by the doubling of the static pressure from the start to the end of the combustor for an air test gas, whereas with a nitrogen test gas no significant change in pressure occurred. Effects of fuel equivalence ratio, injector size and cowl position were also investigated. A net inviscid thrust was predicted, using the quasi-steady flow analysis, indicating a specific impulse of 183 s. This work provides evidence to validate the use of expansion tube facilities for experimental testing of scramjets at flight duplication conditions. Limitations due to boundary layer transition flow effects has been shown to be avoidable. Numerical simulations of the facilities showed good agreement with experimental measurements, allowing definition of freestream properties and can now be applied to further scramjet conditions with confidence. Stable, supersonic combustion was shown to be produced for these expansion tube conditions. Coupling the transient simulation of the flow condition with a numerical calculation of the fuel off experimental scramjet has been useful in both verification of the design and performance predictions. Appropriate techniques have been presented to analyse scramjet pressure and thrust measurements where transient effects are present in the freestream.

abstract: This report provides an overview of scramjet-powered hypersonic vehicle modeling and control challenges. Such vehicles are characterized by unstable non-minimum phase dynamics with significant coupling and low thrust margins. Recent trends in hypersonic vehicle research are summarized. To illustrate control relevant design issues and tradeoffs, a generic nonlinear 3DOF longitudinal dynamics model capturing aero-elastic-propulsive interactions for wedge-shaped vehicle is used. Limitations of the model are discussed and numerous modifications have been made to address control relevant needs. Two different baseline configurations are examined over a two-stage to orbit ascent trajectory. The report highlights how vehicle level-flight static (trim) and dynamic properties change over the trajectory. Thermal choking constraints are imposed on control system design as a direct consequence of having a finite FER margin. The implication of this state-dependent nonlinear FER margin constraint, the right half plane (RHP) zero, and lightly damped flexible modes, on control system bandwidth (BW) and FPA tracking has been discussed. A control methodology has been proposed that addresses the above dynamics while providing some robustness to modeling uncertainty. Vehicle closure (the ability to fly a trajectory segment subject to constraints) is provided through a proposed vehicle design methodology. The design method attempts to use open loop metrics whenever possible to design the vehicle. The design method is applied to a vehicle/control law closed loop nonlinear simulation for validation. The 3DOF longitudinal modeling results are validated against a newly released NASA 6DOF code. / Dissertation/Thesis / Ph.D. Electrical Engineering 2012

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The main scope of this project was to determine if a plasma torch could operate on pure hydrocarbon feedstocks and, if so, to catalogue the torch operational characteristics. The future goal of the project is to design a plasma torch for supersonic combustion applications that operates off of the vehicle main fuel supply to simplify onboard fuel systems. Experiments were conducted with argon, methane, ethylene and propylene. Spectrographic tests and tests designed to catalogue current/voltage characteristics, plasma jet phenomena, arc stability dependencies, electrode erosion rate and torch body temperature were performed. Spectrographic analysis of the plasma jet exhaust confirmed the presence of combustion-enhancing radicals for each hydrocarbon gas tested. Also, it was discovered that simple hydrocarbon gases, such as methane, produced smooth torch operation, while even slightly more complex gases, ethylene and propylene, caused unsteady performance. Plasma jet oscillation was found to be related to the voltage waveform of the power supplies, indicating that plasma jet length and oscillation rate could be controlled by changing the input voltage. The plasma torch for this study was proven to have the capability of operating with pure hydrocarbon feedstocks and producing radicals that are known to reduce combustion reaction rate times. The torch was demonstrated to have potential for use in supersonic combustion applications. / Master of Science