{"id":16338,"date":"2024-04-17T14:37:00","date_gmt":"2024-04-17T14:37:00","guid":{"rendered":"https:\/\/aerospacerepository.org\/?p=16338"},"modified":"2024-04-17T14:37:00","modified_gmt":"2024-04-17T14:37:00","slug":"performance-of-vehicle-integrated-scramjet-inlets-on-a-wing-cone-accelerating-vehicle","status":"publish","type":"post","link":"https:\/\/aerospacerepository.org\/index.php\/2024\/04\/17\/performance-of-vehicle-integrated-scramjet-inlets-on-a-wing-cone-accelerating-vehicle\/","title":{"rendered":"Performance of vehicle-integrated scramjet inlets on a wing-cone accelerating vehicle"},"content":{"rendered":"\n<p><strong>Damian Curran, Vincent Wheatley, Rowan Gollan, Michael Smart<\/strong><\/p>\n\n\n\n<p><strong>DOI Number XXX-YYY-ZZZ<\/strong><\/p>\n\n\n\n<p><strong>Conference Number HiSST-2022-0447<\/strong><\/p>\n\n\n\n<p>Scramjet engines can revolutionise high speed flight due to their high specific impulse, with applications ranging from access-to-space and transport at cruise conditions. However, a scramjet must be designed in concert with the vehicle for a multitude of reasons, as discussed by Heiser and Pratt [1]. One of the key drivers of this is the superlinear scaling of the capture area of the engine with increasing Mach number [2], [3]. This physical requirement leads to airframe-integrated engines, where the design of the inlet is entwined with the design of the vehicle. This has been a recognised design approach for scramjets since the 1970s, in foundational works such as [4], [5], [6], and [7].<\/p>\n\n\n\n<p>A few approaches for integrated inlet design have emerged. Increasing in complexity, these range from 2D planar and axisymmetric, to sidewall compression and other 3D inward-turning inlets. 2D and side- wall compression inlets are plagued by a range of issues, such as corner effects in their rectangular combustors, and separation due to cowl closure shocks. A discussion on Korkegi\u2019s [8] work on boundary layer separation in [9] details how a swept interaction like those in 3D turning inlets is less likely to cause unstart than a planar 2D shock (examples of which are shown in [10] and [11]). Inward-turning, axisymmetric inlets are poor from a vehicle packing perspective, however, their circular combustors are attractive to an engine designer from the perspective of lowest-wetted-area and structural strength. An elliptical combustor edges in front of a circular one when considering wetted area and penetra- tion\/mixing. So, a method of capturing vehicle forebody airflow, compressing it efficiently to desired combustor pressures and temperatures, and matching the combustor entrance shape is required. All this is preferable as a fixed geometry system. This motivates the shape-transition inlet designs. There are currently few proven design techniques to build a vehicle-integrated compression system.<\/p>\n\n\n\n<p><a href=\"https:\/\/aerospacerepository.org\/wp-content\/uploads\/2024\/04\/HiSST-2022-447.pdf\" data-type=\"link\" data-id=\"https:\/\/aerospacerepository.org\/wp-content\/uploads\/2024\/04\/HiSST-2022-447.pdf\">Read the full paper here<\/a>><\/p>\n","protected":false},"excerpt":{"rendered":"<p><b> Damian Curran, Vincent Wheatley, Rowan Gollan, Michael Smart<\/p>\n<p>DOI Number XXX-YYY-ZZZ<\/p>\n<p>Conference Number HiSST-2022-0447 <b><\/p>\n","protected":false},"author":4,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1006,1013],"tags":[442,440,621,614],"class_list":["post-16338","post","type-post","status-publish","format-standard","hentry","category-hisst-2022","category-propulsion-systems-and-components-hisst-2022","tag-cfd","tag-hypersonic","tag-inlet","tag-scramjet","category-1006","category-1013","description-off"],"_links":{"self":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/16338","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/users\/4"}],"replies":[{"embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/comments?post=16338"}],"version-history":[{"count":1,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/16338\/revisions"}],"predecessor-version":[{"id":16340,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/posts\/16338\/revisions\/16340"}],"wp:attachment":[{"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/media?parent=16338"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/categories?post=16338"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aerospacerepository.org\/index.php\/wp-json\/wp\/v2\/tags?post=16338"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}