Investigation of unswept ramp system with lobe shape nozzle for fuel mixing of hydrogen jet at a scramjet engine | Scientific Reports

Scientific Reports volume 14, Article number: 23555 (2024) Cite this article

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The role of efficient fuel mixing and a stable flame holder is crucial in enhancing the performance and capabilities of scramjet engines for high-speed flight. The present research paper has tried to disclose the fuel mixing efficiency of 3-lobe annular nozzle on the mixing mechanism of the fuel jet behind the strut. In addition, using internal air jet flow for increasing the circulation strength and fuel mixing behind the strut is also examined in this study. Numerical simulation of the flow and fuel jet behind the strut is done to reveal the main physics related to the mechanism of fuel mixing inside the combustor with the proposed injection system. The results of our simulation show that using annular 3-lobe fuel jet improve the fuel mixing via production of the multiple vortex pairs within the combustor behind the strut. The use of internal air jet also enhances the fuel mixing efficiency up to 90% in combustor of scramjet engine.

The efficient mixing of fuel and air is a critical challenge in the design and operation of scramjet (supersonic combustion ramjet) engines. Scramjet engines rely on the high-speed flow of air through the engine to provide the oxygen for combustion, rather than carrying an onboard oxidizer like traditional rocket engines. This means that the fuel and air must be thoroughly mixed at the molecular level within the short timeframe and compact space of the engine in order to achieve stable and complete combustion1,2,3.

A key approach to improving fuel-air mixing in scramjet engines is through the use of a strut injection system. Struts extend into the airflow within the engine, disrupting it and generating turbulence and vortices4,5. These structures are equipped with fuel injectors, enabling direct fuel introduction into the turbulent flow. The interaction between the fuel jets, strut wakes, and the high-speed airflow facilitates quick and efficient mixing of the fuel and air6,7,8.

Compared to other fuel injection techniques, the strut injection system offers several key advantages for scramjet engines. The physical disruption of the airflow by the struts creates a more uniform distribution of the fuel, reducing the risk of localized fuel-rich or fuel-lean zones that can lead to instabilities or incomplete combustion9,10. The intimate coupling of the fuel injection with the turbulence-generating struts also allows the mixing process to begin immediately downstream of the injection point, minimizing the required length of the combustor section. This compact design is critical for the overall size and weight constraints of scramjet-powered vehicles11,12.

Ongoing research into advanced strut geometries, fuel injection patterns, and integrated flow control mechanisms continues to improve the effectiveness of strut injection systems for scramjet applications13,14. As a key technology enabler for reliable and efficient scramjet propulsion, the strut injection system remains an active area of development in the field of high-speed air-breathing engines15,16,17.

The efficient mechanism of fuel mixing in a strut injector for scramjet engines involves the complex interplay between the physical geometry of the strut, the injection of the fuel, and the high-speed airflow within the engine18,19,20. The protruding strut structure acts as a physical obstruction to the high-speed airflow, causing flow separation and the generation of turbulent vortices in the wake of the strut. These turbulent flow structures create regions of high velocity gradients and enhanced mixing at the molecular level21,22,23.

Fuel injectors are integrated directly into the strut structure, allowing the fuel to be introduced directly into the turbulent wake region. The interaction between the fuel jets and the turbulent airflow promotes rapid initial breakup and atomization of the fuel, increasing the surface area for vaporization and mixing24,25. The asymmetric or swept shape of the strut can generate streamwise vortices that persist downstream of the strut. These longitudinal vortices induce secondary flow patterns that further enhance the mixing of the fuel and air26,27.

The momentum of the fuel jets, combined with the turbulent airflow, allows the fuel to penetrate deeply into the airstream. Careful design of the fuel injector configuration and injection angles can create a more uniform distribution of the fuel within the combustor27,28,29. The combined effect of these various mixing mechanisms results in a highly turbulent and well-mixed fuel-air mixture at the entrance of the scramjet combustor. This efficient mixing is critical for achieving stable and complete combustion within the short residence times and compact geometries typical of scramjet engines30,31.

The main focus of this study is to investigate the usage of 3-lobe nozzle for the efficient distribution of the fuel jet released behind the unswept strut at supersonic combustion chamber. This study has examined the importance of the injector shape on the fuel jet plume and distribution within the combustor. The contacts of the jet layer with free stream are disclosed and role of produced vortices on the fuel diffusion and distribution are extensively discussed. The mechanism of the fuel mixing by addition of the internal air jet flow is also studied in details. The modelling of the fuel jet flow with computational approach is done for the precise evaluation of the fuel jet distribution behind the unswept strut.

The computational study of the flow compressible flow near the unswept strut is done via RANS equations. RANS models are computationally less intensive compared to high-fidelity approaches like Direct Numerical Simulation (DNS) or Large Eddy Simulation (LES)32. This makes RANS modeling a practical choice for engineering applications, where computational resources are often limited. RANS models use time-averaged equations and incorporate turbulence modeling to capture the effects of turbulence on the mean flow. This is crucial for accurately predicting the complex turbulent flow behavior within the scramjet combustor. In the present work, SST model of turbulence is used for the complex turbulent flow33. RANS models can be coupled with detailed chemical kinetics mechanisms to simulate the complex combustion processes in the scramjet combustor34. This allows for the prediction of important combustion characteristics, such as flame stabilization, ignition, and heat release. The relatively low computational cost of RANS models allows for extensive parametric studies and design optimization of the scramjet combustor35,36. This is valuable for exploring the design space and identifying optimal operating conditions. Hydrogen gas is secondary species and the species transport equation is also coupled. The energy equation is required be the reason of the shock wave formation through the combustor. Flow is assumed ideal gas and reactions are not subjected to our model.

The selected unswept strut model for the present investigation is demonstrated in Fig. 1. The free stream air stream enter to the domain by Mach = 2 and 1 bar static pressure. The outflow is assumed pressure outlet condition and the symmetry is applied for both side as shown in the figure. The nozzle of fuel jet is 3-lobe in which fuel jet is released from outer nozzle and inner nozzle is for the internal air jet flow. The area of inner and outer nozzle is equal in the proposed injector system. The hydrogen with sonic velocity and 3 bar pressure is released from the nozzle. The strut is located 25 mm from inlet and outlet distance from fuel jet nozzle is 55 mm. Besides, spanwise distance of the side wall from strut is 5 mm.

Proposed injection system.

The grid generation for the suggested injection method are also done and Fig. 2 illustrates the produced grid for the model. The high-resolution grid is important for the compressible flow since the velocity and density gradient inside the domain is high. Meanwhile the grid should be modified in which it has more density near nozzle outlet while the produced grids in far distance is lighter. Grid study is also conducted for the grid evaluation and the result of the grid study is demonstrated in Table 1. The comparison of the grid are done via evaluation of the fuel concentration on the specific cross-section plane behind the nozzle. After precise evaluation of the generated grids, third grid are selected. Y + for the selected grid is less than 4.5 which is acceptable base on the standard of the SST turbulence model.

The grid generation.

The grid evaluation also indicate the increasing the grid size more than 26,000,000 cells does not change the value of the fuel concentration on the chosen plane located 25 mm behind the strut and thus fine grid is selected for the present study.

The comparison of the temperature distribution on the mid-plane with experimental data is also done for validation of37. Table 2 demonstrates the mean temperature change on the mid plane for the circular single nozzle with diameter of 2 mm. Based on the presented plot, the chosen methodology for the simulation of the jet flow is also agree well with experimental data.

Figure 3 demonstrates the Mach contour and the flow stream on the mid-plane where the fuel jet is released from outer 3-lobe nozzle. The jet expansion for these two models is almost different and it is noticed that the annular jet would result in the limited expansion and consequently, the free stream deflection into the back of strut is more visible. The addition of the internal air flow expand the main jet and the circulation is produced in the distance of the jet and bottom wall. The production of the vortices by the shear layer of the free stream and the jet would also is more pronounced as the internal air jet is injected.

Comparison of the flow stream and Mach contour on the plane for annular Fuel jet with/without internal air jet flow.

The trend of the fuel jet flow along the stream after injection of the fuel is demonstrated in Fig. 4. The contour of hydrogen mass and stream on three determined planes located 3 mm, 8 mm and 13 mm behind the nozzle outlet clearly demonstrates the mechanism of the fuel jet mixing for both annular 3-lobe nozzle and annular nozzle with internal air jet. On the first selected plane (Fig. 4a), in the annular jet, inner domain is fully covered and only vortex pair is produced in the bottom of the domain. However, using internal air flow expand the fuel jet and the flow in the core of the domain is more like source as demonstrated. Multiple vortex pairs are observed as defined by B, C, and D in the figure. Evaluation of the hydrogen mass fraction on this plane shows the uniform distribution of the hydrogen by the injection of internal air stream.

Comparison of the hydrogen concentration and flow stream on the three specific planes located at (a) 3 mm (b) 8 mm and (c) 13 mm.

In the second plane positioned 8 mm behind the jet (Fig. 4b), in the annular nozzle, the single induced vortex pair is expanded and disturbs the fuel core jet although small secondary vortices are still remains. In the case of air injection, the boundary of the mixing zone has more curve shape due to expansion of these multiple vortices. Thus, the homogeneity of the fuel concentration is improved when these vortices are extended. The size of internal section of core jet within mixing zone is restricted.

At the last plane located 13 mm downstream of the nozzle, the role of the single vortex pair on the distribution of the hydrogen jet becomes dominant and the fuel mixing is more like horseshoe vortex in the context of the fuel jet. By the addition of the air jet, the development of multiple vortices would fully develop the mixing efficiency and fuel mass fraction is uniform behind the jet. Meanwhile, the internal zone without stochastic hydrogen concentration would almost disappeared. These sequential figures confirm the role of the induced vortex and internal air jet flow on the mechanism of the fuel penetration behind the 3-lobe nozzle located behind the strut at supersonic combustor of scramjet engine.

In Fig. 5, the change of the Mach contour on the two selected planes behind the nozzle is demonstrated. The main focus of these image is to illustrate the velocity change caused by these two jet configurations on the flow behind the nozzle. In the vicinity of the nozzle (Fig. 5a), in the annular case, there are three main high jet velocity regions while the injection of the internal air flow shrinks these spots and the boundary of the subsonic region, which is blue colour, is defomed. The important velocity change due to use of the air jet is the homogeneity of the velocity with sharp supersonic curved boundary. In the far plane (Fig. 5b), by the reason of the induced vortices, the velocity of the initial jet is limited and the change of the Mach contour is less as demonstrated in the Mach contour. Comparison of these Mach contour plane also indicates the extension of model with air jet in which the low subsonic regions are created in the gap of multiple vortices shown in the previous images (Fig. 4). In fact, Mach gradient is critical source of the vortex for the selected model.

Mach contour change on the selected planes located (a) 3 mm (b) 8 mm downstream of the 3-lobe nozzle.

The three-dimensional structure of the jet layer in both injection configurations with streamline of the flow is illustrated in Fig. 6. The figure demonstrates the feature of the jet layer in contact of the free stream. Indeed, the flow stream shows how the free stream enters to the subsonic region behind the strut in these two conditions. The oscillation of the flow near the jet with internal air flow is the main difference of the addition of the air jet to the annular injector. Meanwhile, the source of the vortex production is also visualized in this figure. The difference in the velocity of the incoming supersonic air flow from top and side of strut is the initial source of the flow fluctuation behind the strut. As jet of the fuel is also injected, the velocity gradient is also amplified behind the strut.

Three-dimensional comparison of the Mach layer and flow stream in annular 3-lobe injector with/without internal air jet.

The circulation behind the injector is important factor for the evaluation of the fuel jet penetration in supersonic combustion chamber. Thus, the strength of circulation and its change through downstream is important and examined in the context of combustor research. Figure 7 displays the change of the circulation strength behind the strut with 3-lobe nozzle. The overall trend of the circulation strength shows that the strength power is reduce in the far downstream. The figure also shows that the addition of the internal air flow is limited nearby injector. In fact, the role of internal air jet for increasing of the circulation is about 30% increase in the circulation strength close to the strut.

Circulation strength behind the strut for these two jet configurations.

Figure 8 displays the fuel mixing efficiency behind the strut in these two suggested injection configurations. The injection of the annular jet is compared to the case of annular injection with internal air jet. The presented data shows that the fuel mixing is meaningfully increased by the injection of air jet. The fuel mixing performance is improved more than 100% in the downstream of the injector by addition of the internal air jet flow. As explained in the former sections, the use of the internal air jet enhance the penetration of the hydrogen by increasing the possibility of the vortex formation and intensifying the contact of free stream with jet flow. The shape of injector which is 3-lobe n this work is also important for the enhancement of the fuel mixing.

Distribution of the fuel mixing downstream of the injector.

The role of the inner air jet for fuel mixing development inside the combustor of scramjet engine is investigated in the present paper. Computational technique is used for the simulation of the fuel jet system with 3-lobe nozzle behind the strut at combustion chamber of scramjet engine. Comparison of the fuel jet layer and stochastic mixing zone behind the strut in the simple annular 3-lobe injector with/without internal air jet flow are fully examined. The research present full analyse on jet flow pattern and created vortices by the jet contact with free stream to disclose the importance of the nozzle shape on the fuel diffusion and distribution. Present investigation shows that the use of the internal air jet increase the circulation strength near the nozzle with 3-lobe shape. The mixing performance show that the effect of the internal air jet is considerable behind the strut.

All data generated or analysed during this study are included in this published article.

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The authors extend their appreciation to the Deanship of Research and Graduate Studies at King Khalid University for funding this work through Large Research Project under grant number RGP2/218/45.

Air Conditioning Engineering Department, Faculty of Engineering, Warith Al-Anbiyaa University, Karbala, 56001, Iraq

Ihab Omar

Engineering of Technical Mechanical Power Department, Al-Amarah University College, Maysan, Iraq

Mohamed R. El-Sharkawy

Automotive and Tractors Engineering Department, Faculty of Engineering, Minia University, Minia, Egypt

Mohamed R. El-Sharkawy

Imam Abdulrahman Bin Faisal University, P.O. Box 1982, Dammam, 31441, Eastern Province, Kingdom of Saudi Arabia

Mohsen Ahmed

Department of Mechanical Engineering, Institute of Engineering and Technology, GLA University, Mathura, Uttar Pradesh, India

Pradeep Kumar Singh

College of Engineering, Department of Mechanical Engineering, Najran University, King Abdulaziz Rd., P.O.Box: 1988, Najran, Kingdom of Saudi Arabia

Husam Rajab

Department of Mathematics, Applied College in Mohayil Asir, King Khalid University, Abha, Saudi Arabia

Rifaqat Ali

Department of Industrial Engineering, College of Engineering, University of Ha’il, Ha’il City, 81451, Saudi Arabia

Naim Ben Ali

Department of Mechanical Engineering, College of Engineering, University of Ha’il, Ha’il City, 81451, Saudi Arabia

Wajdi Rajhi & Lotfi Ben Said

Laboratoire de Mécanique, Matériaux et Procédés LR99ES05, Ecole Nationale Supérieure d’Ingénieurs de Tunis, Université de Tunis, 5 Avenue Taha Hussein, Montfleury, Tunis, 1008, Tunisia

Wajdi Rajhi

Laboratory of Electrochemistry and Environment (LEE), National Engineering School of Sfax, University of Sfax, Sfax, 5080, Tunisia

Lotfi Ben Said

Faculty of Mechanical Engineering, University of Tabriz, Tabriz, Iran

S. Arman Abodollahi

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I.O. and M.R.E. wrote the main manuscript text and M.A. and P.k.S. prepared figures, H.R., R.A. and N.B.A. performed simulations and S.A. A. was supervisor, W.R. and L.B. revise the manuscript. All authors reviewed the manuscript.

Correspondence to S. Arman Abodollahi.

The authors declare no competing interests.

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Omar, I., El-Sharkawy, M.R., Ahmed, M. et al. Investigation of unswept ramp system with lobe shape nozzle for fuel mixing of hydrogen jet at a scramjet engine. Sci Rep 14, 23555 (2024). https://doi.org/10.1038/s41598-024-75075-z

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Received: 22 August 2024

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Published: 09 October 2024

DOI: https://doi.org/10.1038/s41598-024-75075-z

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Investigation of unswept ramp system with lobe shape nozzle for fuel mixing of hydrogen jet at a scramjet engine | Scientific Reports