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Design and analysis of the air intake system of Ramjet

engine using CFD
Omer Musa 1,2,*, Abdelmola Albadwi 1

1
Mechanical Engineering Department, Omdurman Islamic University, Omdurman, Sudan
2
School of Mechanical Engineering, Nanjing University of Science and Technology, Nanjing 210094, P. R. China
* Corresponding author: First A. Author (e-mail: omermusa@nuaa.edu.cn).
Article history: Received xx March 2020, Received in revised form xx July 2020, Accepted xx August 2020Digital Object Identifier (doi):
10.1208/jes.2018.Doi Number

ABSTRACT

Keywords: Ramjet inlet , Mixed - compression , ,Total pressure recovery ,Back

pressure ,CFD

1. INTRODUCTION the outside stream around airplane .the

The engine inlet is of prime significance for all
air breathing impetus framework. Its significant
capacity is to gather the atmospheric air at free
stream Mach number ,back it off (most likely
including an alter of course) thus pack it
productively[1] .Right now inlet is playing out a
fundamental piece of the motor cycle and its
proficiency is straight forwardly reflected in the
motor execution . likewise ,the inlet present the to
the downstream part at the reasonable speeds
and with an adequate level of consistency of
speed and weight under any flight condition .
At last , the bay needs to accomplish this with
least outer drag and least unsettling influence to
supersonic bay comprises of a spike ( center body
or for-body) and an incorporated duct , where the
underlying pressure is being completed by the
spike .The standard of organizing a supersonic
pressure in order to decrease the loss of inlet
absolute weight is considered right now changed
bay proficiency .By expanding the Mach
number ,sideways stun number that number that
expected to spare all out weight are expanding
too.
The investigation of External-compression bay
stream is considered one inlet channel and is
confounded by the arrangement of numerous
stun waves created by the external compression
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surface and the cowl and by the internal
compression surface from the cowl lip to the inlet
face.
A sketch showing the presence of the complex
flow field in the intake is presented in Fig1. At
design Mach number ,the compression shock is F= (3)
expected to get reflected from the cowl tip.
This will interact with the existing boundary
layer on the ramp surface and might lead to
formation of a separation zone .The strength of
the reflected shock and the state of the boundary G= (4)
layer will be the decisive factor for the extent of
separation. Various researchers have made
studies for understanding the complex flow field
existing inside supersonic air-intakes, especially
in the region of flow interactions. In order to
avoid unstart, various methods are being H= (5)
attempted e.g. variable geometry, spillage
through wall per formations, bleeding at different
locations, over speeding ,fluid injection[ ]. 2D analysis then =0
In this paper we are design and analysis to find
high total pressure recovery (T P R).
We using ideal gas

(6)

3. GEOMETRY AND BOUNDARY CONDITION

Fig1. Details of flow field over mixed compression intake.
2. GOVERNING EQUATION
The governing equations of flow motion are
2D,steady state , compressible and inviscid or
turbulent in full conservative form with no body
forces which are given below[ ],
(1)
Where Q,F,G,H are :
Q=
A. geometry:
This admission depends on at least one sideways
shock wave made by a projection a leader of the
bay, these shockwave at that point cross with the
admission lip where open an ordinary shock
wave is the created. must outer pressure depend
on at any rate one sideways shock wave as the
complete weight recuperation increment with the
quantity of shock generated. For two
dimensional sideways shock of point β the
misfortune is that relating to the part Mach
number typical to the shock. The diminishing
pace of complete weight misfortune with
expanding slanted stun numbers makes it
conceivable to instruct frameworks with respect
to supersonic pressure by stages, yielding high
weight recuperation generally speaking . The
(2)
numbers and sort of stages utilized rely on
freestream Mach number and some different
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components. Comparing to Oswatitsch Rule for The finite element mesh consists of a combination of
structured and unstructured parts. Close to the solid
two measurement frameworks, greatest stun
boundaries, a structured mesh is generated . This will be
pressure recuperation is gotten when the angled useful for controlling the size of elements within the
shock are of equivalent strength[] boundary layer when attempting viscous computations in
future.. A typical mesh used for the computations is shown
in Fig().
M 1 sin β1 = M 2 sin β2 =…= Mn −1 sin βn −1 (7)
To establish the adequacy of the fnite element mesh being
used in this study, a convergence study has been carried
By using above equation, and substituting Angle out. To complete The solution for geometry with pb=12
of shock, Mach number after shock we get new with four different meshes. Mesh M1 (32500)cells ,Mesh
Mach number. the summery of design is listed M2 (42600) cells ,Mesh M3 (53900) cells ,Mesh M4
(66400) cells . The results obtained with meshes
below in table () . M2 and M4 are virtually identical. This suggests that mesh
table() summery of cone design M2 is adequate to accurately
Ramp angle Oblique shock angle Mach number capture all the details associated with this flow. All the
results in the remaining part of thepaper have been
5 23.13 2.74 computed by using mesh M2.
5 25.06 2.52
5 27.19 2.31

Using the data above, we can draw the ramp angle and shock
angle generated by using CAD. When drawing the ramp ,
make sure that the shocks meet right at the tip of cowl because
we are designing the intake in critical condition.
Below in Fig() is the initial geometry in 2D .

Fig()

B. boundary condition
the computational domain is shown in the Fig().The
boundary conditions employed in the simulation of air
intake flow are, Supersonic inflow by using Free-stream
conditions
Total pressure, total temperature then using Symmetry,The
radial velocity and the radial derivatives of all-flow
variables are set to zero on the axis of symmetry. Wall No- .
slip ,no heat addition .Outlet For subsonic flow,
backpressure is specified at flow exit. The effects of the Mesh grids employed on static pressure
distribution of Ramp surface and cowl wall are shown in
the Fig(),Fig()
Supersonic outflow
Supersonic Inflow
out
Wall

Fig()

4. MESH GENERATED
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5. COMPTATIONAL METHADOLOGY
Integral form of two dimensional compressible flow
governing equations were solved in each cells of the
computational domain discussed in the
section by employing commercial finite
solver Fluent 15. To ensure the closeness of the
continuity, momentum and energy equations,
fluid is assumed to be ideal gas and equation of state
is applied. Additionally k –w turbulent model with
standard wall function has been used to model the
turbulent flow. AUSM (advection
splitting method) upwind scheme which offers best
trade-off between dissipation and accuracy for high
speed flow simulations (John et al. 2014) has been
employed for inviscid flux calculations. Green
Gauss cell based gradients are used for the
computation of viscous flux terms. Prediction of
complex supersonic flow features requires higher
order spatial accuracy. Hence second order
reconstruction has been used for the computation
of wall properties. A CFL number of 0.5 or less
hasbeen chosen for the reason of stability. All the
simulations were targeted for steady state results.
Hence proper selection of convergence criterion
has been noticed to be vital for the confirmation
of steady state. During the present simulations,
scaled residuals of mass, momentum, energy and
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turbulent parameters have been considered to
analyze the convergence of the solution. Solution
has been assumed to be steady when the residual
of density
has fallen below 10−6. For compressible flow
simulations, it is a general observation that
convergence of continuity will ensure
convergence
of all other residuals. Although convergence of
all
residuals below 10−6 has been expected,
complexities involved in the flow field made the
residuals to stall between 10−4 and 10−6 in some
of
the present simulations. However in the cases
where
stalling of residuals observed, time marching has
been continued for prolonged time to ensure that
there are no further alterations in the field and
surface
parameters. Hence the results discussed in the
subsequent sections are all steady state values.
previous
volume
the 6. RESULT AND DISSUASION
A. effect of back pressure
up-stream Computations are carried out for various back pressure
conditions at the exit of the air intake. Figs 6,7,8,9
shows the contours Mach number and static pressure
for variousvalues of the back pressure. This results in a
supersonic flow at the outflow. On imposing back
pressure, a normal shock appears in the divergent
portion of the intake, and the flow at the exit becomes
subsonic (Me=0.45). The shock moves upstream
towards the throat as the back pressure is increased.
For Pi/Po= 17, the normal shock reaches the geometric
throat. The Mach number and pressure effects along
the ramp surface for various values of back pressure
are shown in Figs 10,11.
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B. unsteady flow

On increasing Pin/Po to 19 and using unsteady flow

method at 0.01 time step the normal shock moves to
the convergent part, ahead of the throat, and the inlet
unstarts. The Mach number distribution at various
time instants is shown in Fig12. It is interesting to
notice the movement of the normal shock and its
interaction
with the other shocks as it is expelled out. The slip
stream that is generated when a normal
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shock intersects an oblique shock is clearly observed
in these pictures. As the normal shock
moves upstream of the second ramp and the cowl-lip,
the external flow over the cowl is also
disturbed and its spillage is quite apparent. Eventually,
the normal shock hits the upstream boundary at which
point the computations break down.
C. performance parameters
the main performance parameters of a supersonic inlets
are total pressure recovery ,flow distortion.
Total pressure recovery (T P R) of the inlet is anther
influential characteristic in determining the inlet
performance since it has direct effect on the engine
thrust force. Total pressure recovery is define as the
ratio of the total pressure of engine face Pin to the total
pressure of free stream(Po) flow ,show as follows:
TPR=Pin/Po
Inlet are usually exposed to adverse pressure
gradient ,which results in flow separation .Flow
separation causes total pressure loss and no uniformity
of total pressure distribution in each section .This
phenomenon is called Flow Distortion (FD),and it is
quantified in Eq.9 as follows:
FD= (Pin/Po max)- (Pin/Po min)/(Pin/Po avg)
Since the uniformity of engine inflow is of the greatest
importance ,usually ,the flow distortion of the engine
face is evaluated [ ].
7. CONCLUSION
REFERENCES
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