WO2022055478A1 - Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range - Google Patents
Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range Download PDFInfo
- Publication number
- WO2022055478A1 WO2022055478A1 PCT/US2020/049750 US2020049750W WO2022055478A1 WO 2022055478 A1 WO2022055478 A1 WO 2022055478A1 US 2020049750 W US2020049750 W US 2020049750W WO 2022055478 A1 WO2022055478 A1 WO 2022055478A1
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- WO
- WIPO (PCT)
- Prior art keywords
- scramjet engine
- inlet
- shape
- scramjet
- combustor
- Prior art date
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K7/00—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof
- F02K7/10—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof characterised by having ram-action compression, i.e. aero-thermo-dynamic-ducts or ram-jet engines
- F02K7/14—Plants in which the working fluid is used in a jet only, i.e. the plants not having a turbine or other engine driving a compressor or a ducted fan; Control thereof characterised by having ram-action compression, i.e. aero-thermo-dynamic-ducts or ram-jet engines with external combustion, e.g. scram-jet engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/04—Air intakes for gas-turbine plants or jet-propulsion plants
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2220/00—Application
- F05D2220/80—Application in supersonic vehicles excluding hypersonic vehicles or ram, scram or rocket propulsion
Definitions
- the disclosure relates to hypersonic airbreathing propulsion systems. More particularly, the disclosure relates to supersonic combustion ramjet (scramjet) engines. In some embodiments, the disclosure relates to airframe integrated scramjet engines.
- FIG. 1 is a cross-sectional schematic of a portion of an airframe of a hypersonic flight vehicle that includes an embodiment of an airframe integrated scramjet engine.
- FIG. 2 is an isometric view an embodiment of the scramjet engine of FIG. 1.
- FIG. 3 is a bottom view of the scramjet engine of FIG. 1 .
- FIG. 4 is an isometric view of an embodiment of an inlet of the scramjet engine of FIG. 1.
- FIG. 5 is a front view of the embodiment of the inlet of FIG. 4.
- FIG. 6 is a side view of the scramjet engine of FIG. 1 depicting locations of fuel injection stations.
- a scramjet is an airbreathing engine for hypersonic flight. It can be an alternative propulsion system to rockets for space launch and long-distance, highspeed flight. Hypersonic is defined as travel at speeds greater than or equal to Mach 5, with Mach 1 being the speed of sound in air at sea level.
- the scramjet engine may include an inlet, a combustor, and a nozzle.
- the inlet may be configured to capture airflow and compress it to conditions suitable for combustion of fuel with oxygen in the air. Air entering the combustor from the inlet can be burned with fuel while maintaining a supersonic velocity. The air and combustion products then pass into the nozzle where they are expanded and accelerated before leaving the scramjet engine to provide the hypersonic engine thrust.
- the scramjet engine is intended to generate a forward thrust force to power a hypersonic flight aircraft or vehicle while it is flying in the atmosphere at a hypersonic speed. If a scramjet engine is able to generate a forward thrust force at a particular flight Mach number it is considered to be operational at that flight Mach number.
- a scramjet engine can be integrated smoothly into a hypersonic flight aircraft or vehicle airframe that it is designed to power at hypersonic speed.
- the scramjet engine may involve a transition in cross-sectional shape along its length such that the conflicting requirements of airframe integration and robust combustion can be satisfied.
- the scramjet engine can be configured to generate a thrust force in the direction of motion over a large Mach number range with a fixed geometry.
- the scramjet engine may enable acceleration of the hypersonic flight aircraft or vehicle over a large hypersonic Mach number range without changing its shape.
- the ability to generate a thrust force in the direction of motion over a large hypersonic Mach range means that the scramjet engine is configured to accelerate the hypersonic aircraft or vehicle and can be used as part of a space launch system.
- Coupled to and “in communication with” refer to any form of interaction between two or more entities, including mechanical, electrical, magnetic, electromagnetic, fluid, and thermal interaction.
- Two components may be coupled to or in communication with each other even though they are not in direct contact with each other.
- two components may be coupled to or in communication with each other through an intermediate component.
- FIGS. 1-6 illustrate different views of airframe integrated scramjet engine embodiments and related components.
- each engine may be coupled to, or shown with, additional components not included in every view. Further, in some views only selected components are illustrated, to provide detail into the relationship of the components. Some components may be shown in multiple views, but not discussed in connection with every view. Disclosure provided in connection with any figure is relevant and applicable to disclosure provided in connection with any other figure or embodiment.
- FIG. 1 shows a schematic cross-section of a portion of a hypersonic flight aircraft comprising a vehicle airframe 190 which includes an airframe-integrated scramjet engine 100 according to the present disclosure.
- the vehicle airframe 190 is made up of the vehicle forebody 191 , an intermediate portion of the airframe 193 and the vehicle aftbody 192.
- the disclosed scramjet engine 100 is one that is attached to the vehicle airframe 190 such that the vehicle forebody 191 compresses air captured by the scramjet engine 100, and the vehicle aftbody 192 continues to expand exhaust from the scramjet engine 100 after it leaves the scramjet engine 100.
- the disclosed scramjet engine 100 may be smoothly integrated into the vehicle airframe 190. This means that the scramjet engine 100 is attached to the vehicle airframe 190 such that air flowing along the vehicle forebody 191 passes smoothly into and around the scramjet engine 100 with minimal disruption or turbulence and/or that exhaust from the scramjet engine 100 flows smoothly onto and over the vehicle aftbody 192.
- FIG. 2 illustrates a capture shape 134, shape transition 146, and exit shape 164 of a disclosed scramjet engine 100. As shown in FIG.
- the disclosed scramjet engine 100 comprises a capture shape 134 that can be integrated smoothly with the forebody 191 of the hypersonic flight aircraft or vehicle airframe 190, a contracting and expanding shape transition 146 over its length, and an exit shape 164 that can be integrated smoothly with the aftbody 192 of the hypersonic flight aircraft or vehicle airframe 190.
- the shape transition 146 is a feature of the disclosed scramjet engine 100 that enables both the capture shape 134 and the exit shape 164 to be independently specified to meet geometric requirements of integrating smoothly with a range of different hypersonic flight aircraft or vehicle airframes 190.
- Another feature of the shape transition 146 is that it enables an internal shape of the disclosed scramjet engine 100 to be configured for the generation of robust combustion and a thrust force in the direction of motion over a large Mach range.
- An operational Mach range of a scramjet engine is the range of Mach number over which the scramjet engine generates a thrust force in the direction of motion.
- the minimum Mach number at which the disclosed scramjet engine 100 is operational is Mach 5.
- a large operational Mach range for a scramjet is considered to be an increase in Mach number of 3.
- the disclosed scramjet engine 100 has a minimum operational range from Mach 5 to Mach 8, so it can be considered to have a large operational Mach range.
- the disclosed scramjet engine 100 may have an operational Mach range from Mach 5 to Mach 12.
- the disclosed scramjet engine 100 shown in FIG. 2 can be integrated smoothly with the airframe 190 at the capture shape 134 and the exit shape 162 in order to generate a net thrust. If this is not the case, the thrust force generated by the scramjet engine 100 can be negated by external drag generated by the aerodynamic interaction between the hypersonic flight aircraft or vehicle airframe 190 and the scramjet engine 100. In other embodiments, variations of the shape transition 146 may allow the scramjet engine 100 to be installed on differently shaped hypersonic flight aircraft or vehicles airframes 190.
- the capture shape 134 of the disclosed scramjet 100 is configured to capture a high proportion of available airflow at the upper Mach number of the disclosed scramjet engine’s 100 operational range, but spill air at lower Mach numbers within its operational Mach range.
- the disclosed scramjet engine 100 may be used to power a hypersonic flight aircraft or vehicle 190 during hypersonic flight.
- the scramjet engine 100 may power a hypersonic flight aircraft or vehicle airframe 190 at hypersonic speeds within its operational Mach range without a change in geometry during hypersonic flight.
- FIG. 3 illustrates an embodiment of the scramjet engine 100 according to the present disclosure.
- the disclosed scramjet engine 100 can comprise three general components. These components are (1) an inlet 120, which is configured to capture hypersonic airflow and compress and heat the airflow to conditions suitable for combustion of fuel through the action of shock waves and airflow dilation; (2) a combustor 140, where fuel and air are burned so as to add energy to the airflow passing through the scramjet engine 100; and (3) a nozzle 160, where combustion products (e.g., water and carbon dioxide) and any unburned air or fuel are expanded to generate a thrust force.
- the inlet 120 comprises a surface that extends from the capture shape 134 to a throat 129 of the disclosed scramjet engine 100.
- the combustor comprises a surface that extends from the throat 129 to a nozzle entrance 128.
- the nozzle 160 comprises a surface that extends from the nozzle entrance 128 to the exit shape 164 of the disclosed scramjet engine 100.
- FIG. 4 depicts an embodiment of the inlet 120 of the scramjet engine 100 according to the present disclosure.
- the capture shape 134 of the inlet 120 can be configured to be smoothly integrated with the forebody 191 of the hypersonic flight aircraft or vehicle airframe 190.
- the capture shape 134 of the inlet 120 can be adjusted to facilitate smooth integration with any suitable hypersonic flight aircraft or vehicle airframe, including winged hypersonic aircraft or hypersonic missiles.
- the forebody 191 can include a convex shape, a concave shape, a planar shape, etc.
- the capture shape 134 of the inlet 120 is a closed shape that comprises a bodyside leading edge 130, a pair of side leading edges 122, and a pair of cowl leading edges 125.
- the bodyside leading edge 130 is attached directly to the forebody 191 along its entire length.
- the pair of side leading edges 122 are attached to each end of the bodyside leading edge 130 and are projected aft and away from the forebody 191 at an angle less than 90 degrees to the forebody 191.
- the pair of cowl leading edges 125 are attached to aft ends of the side leading edges 122 and are disposed between the side leading edges 122 to join at a cowling notch 126.
- the cowling notch 126 may be configured to allow excess airflow to be spilled from the inlet 120 as further described below.
- the inlet 120 may be a mixed contraction inlet.
- the capture shape 134 of the inlet 120 is configured to provide external and internal air compression or contraction, that enables the scramjet engine 100 to be self-starting over its operational Mach range. Self-starting means that supersonic airflow will be established through the scramjet engine 100 at applicable hypersonic flight Mach numbers. If supersonic flow is not established, then the scramjet engine 100 cannot produce a thrust force in the direction of motion at hypersonic flight conditions.
- the inlet 120 is configured to provide the required amount of airflow compression to make possible robust combustion of fuel and air in the combustor 140.
- the throat 129 of the disclosed scramjet 100 can be disposed aft of the cowling notch 126.
- the throat 129 can have a cross-sectional area that is smaller than the capture shape 134.
- the throat 129 can be in communication with the inlet 120 and the combustor 140 such that air collected by the inlet 120 flows from the inlet 120 through the throat 129 and into the combustor 140.
- the throat 129 can have a rounded shape.
- the rounded shape may be elliptical, circular, oval, or any other suitable shape that does not contain any sharp corners.
- FIG. 5 illustrates a view of the inlet 120 according to the present disclosure looking downstream.
- FIG. 5 depicts the inlet 120 having a smooth shape transition from the capture shape 134 to the rounded throat 129.
- the smooth shape transition is depicted as imposed contour lines 131 that are substantially evenly spaced from the capture shape 134 to the rounded throat 129.
- the smooth shape transition of the inlet 120 can lead to low internal drag and therefore the opportunity for greater overall thrust from the disclosed scramjet engine 100.
- the rounded throat 129 connects directly to an entrance of the combustor 140.
- the shape and cross-sectional area of the rounded throat 129 are the same as the combustor entrance.
- the cross-sectional area of the combustor 140 may increase along its length from the combustor entrance to a combustor exit.
- the combustor 140 has a rounded cross-section without sharp corners along its full length.
- the combustor 140 having a rounded cross-section, is superior to a combustor 140 having a cross-section that includes corners (e.g., square, rectangular, etc.) in terms of a lower structural weight required to contain a specified pressure, and a smaller surface area over which the airflow passes needed to enclose a specified flow area. Fluid dynamic problems associated with hypersonic corner flows are also not present with the rounded cross-section of the combustor 140
- the area and cross-sectional shape of the combustor 140 are varied along its length such that fuel can be burned efficiently over the operational Mach number range of the scramjet engine 100, without any adjustment to its physical shape. This is accomplished by including multiple fuel injectors in the engine and making use of different combinations of the fuel injectors and the metering level of fuel from each fuel injector.
- the combustor 140 includes a single backward facing step 141 around the circumference of its rounded cross-sectional area.
- FIG. 6 shows a side view of the scramjet engine 100 according to the present disclosure, indicating possible locations of four fuel injection stations 142, 143, 144, 145 along the length of the scramjet engine 100.
- the fuel injection stations 142, 143, 144, 145 can be located: on the bodyside 133 of the inlet 120 (station 1 142); upstream of the backward facing step 141 (station 2 143); adjacent the backward facing step 141 (station 3 144); and downstream of the backward facing step (station 4 145).
- the pressure, temperature and velocity of air entering the disclosed scramjet engine 100 changes as it accelerates from Mach 5 to higher Mach numbers. This means that shock waves and other features of the hypersonic airflow within the scramjet engine 100 will also change.
- the disclosed scramjet engine 100 has a fixed geometry, so there is no movement of the shape or geometry of the scramjet engine 100 over its full length during hypersonic flight.
- fuel injection stations 142, 143, 144, 145 may be used, individually or in different combinations, and at different fuel metering levels, to maximize the combustion efficiency of the disclosed scramjet engine 100 with a goal of burning more than 80% of the oxygen in the air that is captured by the disclosed scramjet engine 100.
- the use of the fuel injection stations 142, 143, 144, 145, individually or in combination, and at different fuel metering levels, varies depending on the flight Mach number. For example, at the upper portion of the operational Mach range, where mixing between fuel and air is the greatest challenge, fuel is injected at station 1 142 on the bodyside 133 of the inlet 120 at metering levels of up to 50% of a total fuel metering level in order to take advantage of the inlet length to increase mixing between fuel and air; the remaining fuel would be injected at stations 2 and 3 upstream 143, 144 and adjacent to the backward facing step 141.
- fuel is injected at stations 2 and 3 143, 144 upstream and adjacent to the backward facing step 141 only, at metering levels ranging between 40% and 60% of the total fuel metering from each station.
- injection of fuel upstream of the backward facing step 141 can create a large pressure rise in the disclosed scramjet engine 100 that could lead to an engine unstart. Fuel is therefore injected at stations 2 and 3 143, 144 upstream and adjacent to the backward facing step 141 only, at metering levels ranging between 40% and 60% of the total fuel metering from each station.
- injection of fuel upstream of the backward facing step 141 can create a large pressure rise in the disclosed scramjet engine 100 that could lead to an engine unstart. Fuel is therefore injected at stations
- FIG. 3 depicts one embodiment of the nozzle 160 of the scramjet engine 100 according to the present disclosure.
- the nozzle 160 extends aft from the combustor 140.
- the nozzle 160 includes an expanding shape transition from the rounded cross-sectional shape of the combustor 140, to an exit shape 164 that integrates smoothly with the hypersonic flight aircraft or vehicle airframe 190 (not shown in FIG. 3).
- the nozzle 160 has a smoothly varying cross-sectional shape that expands in area along its length and is ended at the exit shape 164.
- the exit shape 164 can be adjusted to meet the requirement of being smoothly integrated with the hypersonic flight aircraft or vehicle airframe 190.
- Other embodiments of the nozzle 160 with different exit shapes 164 allow smooth airframe integration on hypersonic flight aircraft or vehicles that have curved or other aft body shapes.
- any methods disclosed herein comprise one or more steps or actions for performing the described method.
- the method steps and/or actions may be interchanged with one another.
- the order and/or use of specific steps and/or actions may be modified.
- References to approximations are made throughout this specification, such as by use of the term “substantially.”
- the value, feature, or characteristic may be specified without approximation.
- qualifiers such as “about” and “substantially” are used, these terms include within their scope the qualified words in the absence of their qualifiers.
- the term “substantially perpendicular” is recited with respect to a feature, it is understood that in further embodiments, the feature can have a precisely perpendicular configuration.
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- General Engineering & Computer Science (AREA)
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Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/US2020/049750 WO2022055478A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
CA3194359A CA3194359A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
EP20953468.4A EP4211342A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
AU2020467223A AU2020467223A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
JP2023540453A JP2023548715A (en) | 2020-09-08 | 2020-09-08 | Integral body scramjet with fixed geometry and geometry transition for hypersonic operation over large Mach number range |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/US2020/049750 WO2022055478A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
Publications (1)
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WO2022055478A1 true WO2022055478A1 (en) | 2022-03-17 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/US2020/049750 WO2022055478A1 (en) | 2020-09-08 | 2020-09-08 | Airframe integrated scramjet with fixed geometry and shape transition for hypersonic operation over a large mach number range |
Country Status (5)
Country | Link |
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EP (1) | EP4211342A1 (en) |
JP (1) | JP2023548715A (en) |
AU (1) | AU2020467223A1 (en) |
CA (1) | CA3194359A1 (en) |
WO (1) | WO2022055478A1 (en) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7216474B2 (en) * | 2004-02-19 | 2007-05-15 | Aerojet-General Corporation | Integrated air inlet system for multi-propulsion aircraft engines |
US8256706B1 (en) * | 2009-10-08 | 2012-09-04 | The Boeing Company | Integrated hypersonic inlet design |
US20200002020A1 (en) * | 2018-06-27 | 2020-01-02 | Raytheon Company | Flight vehicle engine inlet with internal diverter, and method of configuring |
US20200240362A1 (en) * | 2019-01-28 | 2020-07-30 | Xiamen University | Combined cycle flight propulsion systems |
-
2020
- 2020-09-08 CA CA3194359A patent/CA3194359A1/en active Pending
- 2020-09-08 AU AU2020467223A patent/AU2020467223A1/en active Pending
- 2020-09-08 WO PCT/US2020/049750 patent/WO2022055478A1/en unknown
- 2020-09-08 EP EP20953468.4A patent/EP4211342A1/en active Pending
- 2020-09-08 JP JP2023540453A patent/JP2023548715A/en active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7216474B2 (en) * | 2004-02-19 | 2007-05-15 | Aerojet-General Corporation | Integrated air inlet system for multi-propulsion aircraft engines |
US8256706B1 (en) * | 2009-10-08 | 2012-09-04 | The Boeing Company | Integrated hypersonic inlet design |
US20200002020A1 (en) * | 2018-06-27 | 2020-01-02 | Raytheon Company | Flight vehicle engine inlet with internal diverter, and method of configuring |
US20200240362A1 (en) * | 2019-01-28 | 2020-07-30 | Xiamen University | Combined cycle flight propulsion systems |
Also Published As
Publication number | Publication date |
---|---|
AU2020467223A1 (en) | 2023-04-13 |
CA3194359A1 (en) | 2022-03-17 |
EP4211342A1 (en) | 2023-07-19 |
JP2023548715A (en) | 2023-11-20 |
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