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COMPUTATIONAL ANALYSIS OF SUPERSONIC INLET USING SPIKE

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COMPUTATIONAL ANALYSIS OF SUPERSONIC INLET USING SPIKE

ABSTRACT The main thesis of this paper is to analyze the effect of inlet center body (spike) extending forwardly of the cowl inlet capture area of adjustable air inlet of variable geometry, for a supersonic aircraft, to continuously and effectively regulate the incoming air throughout the aircraft operating range of idle, subsonic, sonic and supersonic speeds. This is done by axially translating the inlet center body, for positioning of an external or initial shock wave front such that it extends conically between the apex of the spike and leading edge of the cowl for external supersonic spillage of the air thereby regulating the engine air mass requirements. The main object is to provide inlet which is adjustable to match engine air flow characteristics while achieving high performance through high pressure recovery and low drag. In this a movable spike is utilized at supersonic speed for regulating both external supersonic low drag spillage and internal throat supersonic diffusion and the results are analyzed using CFX solver computationally. INTRODUCTION Tactical aircraft pose a formidable challenge for inlet designers. A supersonic inlet must provide an engine with high-quality airflow over a wide range of speeds, altitudes, and maneuvering conditions while accommodating the full range of engine airflow from idle to maximum military or
afterburning power. The inlet designer must also consider the constraints imposed by configuration features, such as nose landing gears, weapon bays, equipment access panels, and fore body shaping. The design must produce the lowest drag, lowest weight, lowest cost, and highest propulsion performance. It must also meet stringent low observable requirements. Historically, inlet complexity is a function of top speed for fighter aircraft. Higher Mach numbers require more sophisticated devices for compressing supersonic airflow to slow it down to subsonic levels before it reaches the face of the engine. (Jet engines are not designed to handle the shock waves associated with supersonic airflow.) These compression schemes involve the conversion of the kinetic energy of the supersonic airstream into total pressure on the compressor face of the engine. Speeds over Mach 2 generally require more elaborate compression schemes. The F-15 inlet, for example, contains a series of movable compression ramps and doors controlled by software and elaborate mechanical systems. The ramps move to adjust the external and internal shape of the inlet to provide the optimum airflow to the engine at various aircraft speeds and angles of attack. Doors and ducting allow excess airflow to bypass the inlet. Experimental Study of a variable geometry axisymmetric air intake (inlet) for ATREX engine has been done at ISAS supersonic wind tunnel and NASA GRC 1-by 1-foot
supersonic wind tunnel since 1993. More than 13 kinds of subscale intake models whose cowl inlet diameter is 123 mm are tested and intake aerodynamic performances such as total pressure recovery and mass capture ratio are obtained. Each intake has the peculiar characteristics such as high mass capture type, high total pressure type. Some of these intakes attained the target of the development study from the viewpoint of intake aerodynamic performances at the limited Mach number range. SPIKE INLET CONES Spike (sometimes called shock cones or inlet cones) is a component of some supersonic aircraft. They are primarily used on ramjets, such as the turbo ramjets of the SR-71 or the pure ramjets of the D-21 Tag board and Lockheed X-7. More examples of inlet cones can be found on the Su-7 Fitter and the MiG-21 Fishbed, both of which use conventional jet engines. a)Purpose The main purpose of an inlet cone is to slow down the flow of air from supersonic flight speed to a subsonic speed, before it enters the engine. Except for scramjet engines, all jet engines need subsonic airflow to operate properly, and require a diffuser to prevent supersonic airflow inside the engine. At supersonic flight speed a conical shock wave, sloping rearwards, and forms at the apex of the cone. Air passing through the conical shock wave (and subsequent reflections) slows down to a low supersonic speed. The air then passes through a strong normal shock wave, within the diffuser passage, and exits at a subsonic velocity. The resulting intake system is more efficient (in terms of pressure recovery) than the much simpler pitot intake.
b)Shape The inlet cone is shaped so that the shock wave that forms on its apex is directed to the lip of the intake; this allows the engine to operate properly in supersonic flight. As speed increases, the shock wave becomes increasingly more oblique. As a result, some inlet cones (for example, on the SR-71) are designed to move axially to maintain the shock-on-lip and allow efficient operation over a wider range of flight speeds. c)Operation At subsonic flight speeds, the conical inlet operates much like pitot intake. However, as the vehicle goes supersonic a conical shock wave appears, emanating from the cone apex. Conical (and oblique) shock waves are akin to the bow wave on a ship. As the flight Mach number increases, the conical shock wave becomes more oblique and eventually impinges on the intake lip. With increasing mach number the cone is not moved out of the inlet as it would make sense for the external compression, but inwards, because the cone sits in the cowl like a plug: By moving it inwards the path between the cone and the inlet narrows as it is needed for higher speed. The compression occurring in this path is called "internal compression" (opposed to the "external compression" on the cone) and can be subject to stall. Care must be taken to prevent the normal shock wave, which lies behind the throat of the diffuser, coming forward through the throat, replacing the oblique shocks and reducing stagnation pressure and leading to excessive inlet temperatures burning the compressor.
The cone is moved in and out of the pitot intake controlled by a computer with temperature and pressure sensors in the intake to match the throat to the Mach number. With a ramjet, this occurs if excessive fuel is injected into the combustor, raising internal pressure too far. However, with a turbojet or turbofan, the problem arises when the engine is throttled back, causing a mismatch between intake airflow and engine mass flow. A trapdoor is needed to dump excess flow overboard. Or a variable geometry for the stators of the fan is used. To restore the engine after a surge the computer has to change inlet, turbine and nozzle geometry, fuel injection and counteract the yaw on a two engine airplane, by means of control surfaces and throttling back the second engine. d)Alternative Shapes Some air inlets feature a biconic centrebody to form two conic shock waves, both focused on the lip of the intake. This improves pressure recovery. Some aircraft (F-35 Lightning II, Mirage III) use a semiconic centrebody. Concorde, F-15 Eagle, MiG-25 Foxbat, and the A-5 Vigilante use so-called 2D inlets, where the nacelle is rectangular and a flat inlet ramp replaces the dual cones just described. These allow good pressure recovery without spillover through the full range of speeds by matching their angle to the mach angle, but have problems with seals at high speed that is high pressure and temperature (like in a diesel engine). Inlet ramps allow for swept inlet cowls (F-22 Raptor, F-35 Lightning II) to avoid shocks.
They are sealed by viton or a metal sheet bend in direction of the higher pressure. At least one supersonic and one subsonic ramp are used, but for improved seal multiple supersonic ramps can be used. The boundary layer (something which the subsonic pitot inlet avoids by external compression) tends to separate and the smaller boundary layer of the ramp inlet is an advantage compared to the inlet cone. To avoid separation vortex generators are used, which mix the boundary layer with the free flow (or the boundary layer is sucked away through a porous surface, leading to drag). After the fan the hot slow intermixed air is passed by the engine, while the fast cold air is delivered to the engine. Many supersonic aircraft (Eurofighter Typhoon, F-16 Fighting Falcon) dispense with the conical centrebody and employ a simple pitot intake. A detached, strong normal shock appears directly in front of inlet at supersonic flight speeds, which leads to a poor pressure recovery. Also NASA adds a gap through the whole compressor. Supersonic flow jumps over it by means of ramps, while subsonic flow is able to turn and exit through the gap. In this way a stall is easier to remove [1]. Also there are plans to measure the air in front of the inlet to detect turbulences and adjust the inlet in real-time. e)Ramjet As the compression of the inlet rises with speed the compression of the first compressor stage is reduced accordingly. The afterburner behind a turbine runs with a stoichiometric mixture like a ramjet but at higher pressure and thus more efficiency than a pure ramjet. It is claimed that an inlet at Mach 3.5 produces the same compression (44:1) as the whole compressor of a jet
engine at zero speed, so the turbine should be bypassed then. CFD Methodology The process of performing a single CFD simulation is split into four components: 1. Creating the Geometry/Mesh. 2. Defining the Physics of the Model. 3. Solving the CFD Problem. 4. Visualizing the Results in the Postprocessor. SUPERSONIC INLET PERFORMANCE Air inlets designed for operation at supersonic speeds generally must employ thin, sharp lips if the large drag penalties associated with blunt lips at these speeds are to be avoided. A turbojet-powered supersonic aircraft must take off and accelerate at subsonic Mach numbers, however; therefore, it is of importance to be able to estimate sharp-lip inlet characteristics in the low-speed range as well as at supersonic velocities. NOSE CONE (SPIKE) DESIGN CONSIDERATIONS Given the problem of the aerodynamic design of the nose cone section of any vehicle or body meant to travel through a compressible fluid medium (such as a rocket or aircraft, missile or bullet), an important problem is the determination of the nose cone geometrical shape for optimum performance. For many applications, such a task requires the definition of solid of revolution shape that experiences minimal resistance to rapid motion through such a fluid medium, which consists of elastic particles. ANALYSIS OF SHOCK FORMATION In general, variable features of supersonic inlets serve two purposes:
To obtain optimum supersonic compression by positioning the shock generating surfaces and t o vary the airflow spillage for engineinlet matching. In controlling variable inlets, both of these functions must be considered. In some applications these functions have been combined by having the variable shock-generating surface regulate the flow spillage. Centerbody positioning of this inlet is further complicated because over contraction of the inlet causes shock expulsion and under contraction causes large recovery losses. I. Below Mach An investigation was made to determine the feasibility of using the first cowl oblique shock as a means of positioning the spike as well as using a static pressure in the diffuser duct to regulate airflow spillage. Data were taken in the NACA Lewis 10- by 10-foot supersonic wind tunnel at Mach numbers from 2.1 t o 3.0 and angles of attack from 0 to 6O. II. ABOVE MACH A number of inlet types propulsion systems operating have been proposed for at supersonic speeds. The merits of these inlets are to consider the inlet air-breathing .One way to evaluate characteristics in terms of several typical &craft performance and operational problems. Experimentally determined force and pressure characteristics of a series of typical supersonic inlets designed for a flight Mach number of 1.80. In this report the inlet characteristics presented in the cited references are evaluated at design conditions in terms of the range of a ramjet-propellant supersonic aircraft. And at other than cruise conditions, the inlets are evaluated on the
basis of the thrust available for acceleration end maneuvering and with respect to attaining aircraft speed stability. Four types of axially symmetric spike-type nose inlets were considered: (1) Subsonic lip inlet (a conical-spike with internal compression inlet having relatively blunt or subsonic cowl lip); (2) Isentropic inlet (an isentropic-spike inlet with all-external compression); (3) Supersonic lip inlet (a conical-spike allexternal compression inlet with a relatively sharp lip and low cowl slope); and (4) perforated inlet (a conical-spike external-internal compression inlet with a perforated cowl). GEOMETRY MODELING STRATEGY A set of parameters is needed to design the inlet geometry so that a design space can be formed for the optimization. The inlet is axisymmetric and the coordinates are given in terms of axial (x) and radial (r) positions. The external compression is achieved using an initial cone from the center body leading edge to point a followed by an isentropic compression ramp. The isentropic compression waves coalesce at cowl lip, as does the conical shock from the centerbody leading edge. The internal compression starts at the entrance of the duct and followed by the curve on the center body and the curve on the inner cowl. The connection between b and c is a straight line. The throat is located at and has the minimum area in the duct. Following the throat is the \near constant area throat section. The near constant area throat section has a slight divergence to compensate for the boundary layer growing. To obtain high total pressure recovery, the shock train must be able to be contained within this throat section. The subsonic diffuser further slows down the flow going
into the transport duct. The transport duct has a constant cross-section area and transports the flow to the combustor with low flow energy loss. Upstream of the throat, the curves are required to have continuous slopes at the connections. The duct is composed of entirely straight lines downstream of the throat. The external cowl is formed by an ellipse which is considered to have low cowl wave drag, and has been not optimized in this study. CATIA MODELLING Using the design software CATIA V5 we have generated the following 3D model with the following constraints. The spike inlet angel is 15 and exterior angel is 19.99. The half spike thickness is about 5.175 units. The spike and the cowl center distance are around 5 and by adjusting this distance as 0, 2.5, 5 we make our performance analysis. Three basic geometry models are designed.
GRID GENERATION AND MESHING The main grid generation and meshing is done in ANSYS ICEM CFD. After getting the initial result mesh independent study is done and the final
meshing is created in the tetrahedral mesh and hexa meshing. ANSYS ICEM CFD Spike inlet geometry with the domain wall in ICEM CFD
Boundary Condition Modeling The Purpose of Boundary Conditions Available Boundary Conditions Using Boundary Conditions Inlet Outlet Opening Wall Symmetry Plane Profile Boundary Conditions This chapter provides detail on how to use appropriate boundary conditions in ANSYS CFX for basic models. Extended information for more complex models is provided in the related modeling chapters. For example, for information on multiphase outlets, you should consult the multiphase modeling section for specific advice. VELOCITY VECTOR PLOT IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 200
Spike inlet geometry with the domain wall in ICEM CFD
TEMPERATURE CONTOUR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 200
PRESSURE CONTOUR OVER THE PRESSURE DOMAIN INLET AT ZERO DISTANCE VELOCITY 200
VELOCITY VECTOR PLOT IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 400
TEMPERATURE CONTOYR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 400
PRESSURE CONTOUR OVER THE PRESSURE DOMAIN INLET AT ZERO DISTANCE VELOCITY 400 VELOCITY VECTOR PLOT IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 500
TEMPERATURE CONTOYR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 500
PRESSURE CONTOUR OVER THE PRESSURE DOMAIN INLET AT ZERO DISTANCE VELOCITY 500
CONCLUSION Pulsing of supersonic inlets has long been observed, and several theories have been advanced to explain this aerodynamic phenomenon. The pulsing characteristics and inlet performance are usually obtained from small-scale models utilizing an exit plug in place of the engine. Configuration these results are applied directly to the fullscale engine, tests on a full-scale inlet at these speeds indicated that the stability limits of the inlet were increased by replacing the exit plug used for cold-flow testing with a turbojet engine. In further flow tests made on the same inlet stability limits were obtained for three different choking stations downstream of the inlet. Thus here the inlet performance characteristic is analyzed using ANSYS ICEM CFD and ANSYS CFX SOLVER. Then the results are verified with the
experimental calculations suggestions are made. REFERENCES
and
the
1. J.R. DeBonis and C.J. Trefny, SUPERSONIC WIND TUNNEL TESTS OF A HALFAXISYMMETRIC 12SPIKE INLET TO A ROCKETBASED COMBINED-CYCLE PROPULSION SYSTEM, NASA/TM2001-210567 (FEB 2001) 2. KENNETH C. WESTON, EXPERIMENTAL INVESTIGATION OF EFFECT OF SPIKE-TIP AND COWL-LIP BLUNTING ON THE INTERNAL PERFORMANCE OF A TWOCONE CYLINDRICAL-COWL INLET AT MACH NUMBER 4.95 NACA research memorandum E58G02 3. Christophe Bourdeau, Gerald Carrier, Doyle Knight and Khaled Rasheed, THREE DIMENSIONAL OPTIMIZATION OF SUPERSONIC INLETS 35s t AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit, June 1999. 4. Jack d. mattingly,William h. heiser, david d. pratt, AIRCRAFT ENGINE DESIGN 5. www.ntrs.com 6. www.googlepatent.com
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COMPUTATIONAL ANALYSIS OF SUPERSONIC INLET USING SPIKE

COMPUTATIONAL ANALYSIS OF SUPERSONIC INLET USING SPIKE

Spike inlet geometry with the domain wall in ICEM CFD

TEMPERATURE CONTOUR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 200

TEMPERATURE CONTOYR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 400

TEMPERATURE CONTOYR IN 3D FLOW ANALYSIS INLET AT ZERO DISTANCE VELOCITY 500

experimental calculations suggestions are made. REFERENCES

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