Fuel Injection system in Scramjet Engine Issues and Challenges

V. Vishweshvar, P.S. Rahul, R. Raghavendran,

S. Arunvinthan

School of Mechanical Engineering

SASTRA UNIVERSITY
Thanjavur -613401, INDIA
Email id: raghavendranraman@gmail.com
jagubai7@gmail.com

Department of Aeronautical Engineering

Parisutham Institute of Technology and Science
Thanjavur, INDIA
Email id: sarunvinthan@gmail.com

S. Nadaraja Pillai
School of Mechanical Engineering
SASTRA UNIVERSITY
Thanjavur-613401, INDIA
Email id: nadarajapillai@mech.sastra.edu
Abstract The purpose of this paper is to investigate the
combustion efficiency of the scramjet engine and to find its
efficacious parameters. The oblique shock waves engendered
by the wedges at multitudinous wedge angles and diversified
jet to cross flow ratio has been analyzed to delineate the
influence of incident shock wave intensity on the mixing
process.

Keywords: fuel air mixing, wedge angle, shock impingement,

jet cross flow ratio, short residence time

I.

Introduction

The Supersonic combustor ramjet (SCRAMJET) engine is the

most efficient and promising air breathing propulsion system.
It offers a plausible potential for high speed access to space
and high speed atmospheric cruising for both civilian and
strategic purposes. The combustor being one of the most
critical components of scramjet possessing a formidable
design challenges. It entails complicated phenomenon such as
turbulence mixing, shock interaction, low residence time, heat
release and compressibility effects. The design of a scramjet
engine appends the factors such as,
Thorough fuel-air mixing
Minimization of total pressure loss
Short residence time in the combustor
In order to accomplish a prosperous design, it
requires a clear understanding of fuel injection process and
exhaustive cognizance of process governing supersonic
mixing and combustion. Henry [1] discussed some of the
pertinent aspects of fuel injection technology and mixing. He
investigated on the feasibility of utilizing wall and strut
predicated fuel injection. He has reviewed the rudimentary
design principles and eddy viscosity models for analysis of
transverse injection and parallel strut injections. Henceforth
Joseph, et al [2] worked on the possible types of fuel injection,
presage of state of flow in mixing region and utilizing fuel
injection as an expedient of cooling the internal surface. They
have analyzed various wall injection configurations viz., slot

injection, distributed injection (porous wall) and transverse

injection.
Wei Huang et al [3] has worked extensively on the
interaction between the incident internal shocks and transverse
slot injection on multitudinal jet to cross flow pressure ratios
by varying the parameters of the wedge (namely size, angle
and location). Further Wei elongated his research on the effect
of the oblique shock wave engendered due to the interaction
between free stream and the hydrogen jet [5]. He withal
discussed the critical value of the wedge angle after which the
efficiency scarcely decreases.Takahiro Ukai et al [6] have
conducted experiments to study the effects of cavity over
flame stabilization and optimum jet location. Huang [7]
commenced ascertaining the influences of turbulence models
namely Spalart-Allmaras, RNG k-e and SST k-w model
respectively and also the influences of slot width in
penetration depth of the air fuel mixture. Wei Huang et al [8]
has done work on the shape of the injector in transverse
injection to engender vortices to induce mixing and on
optimum jet to cross flow ratio. Andreas Mack et al [9] have
extensively worked in enhancing the mixing by transmuting
the injector configurations and spacing, additionally by
employing internal shocks.
Tahsini and Mousavi [10] have utilized the spalartAllmars turbulence model to capture the turbulence flow
characteristics. They have investigated the effect of shock
impingement on mixing efficiency and its variation with
wedge angle and injection angle. Lingyun et al [11] have
examined the effects of staged injection in mixing utilizing a
swept ramp injector. Hideaki Ogawa [12] has given a clear
insight into the key design factors and the mechanism for the
enhancement of fuel/air mixing with stream-wise vortices
introduced by alternating wedges called hyper mixers.
Frisov et al [13] have discussed the possibilities of utilizing
plasma assisted ignition for both Ignition and flame holding in
SCRAMJETS.

Fig x. Schematic diagram- Plasma assisted Ignition

Savelkin at al [14] have given experimental results exhibiting
paramount performance enhancement predicated on incipient
mechanisms present scheme with collocated plasma
generation and fuel injection, cumulated to a single unit and
also on the potential problems in plasma availed ignition.

Fig x. Mixing Efficiency comparison for cases with

different Wedge Angles when Pj/P= 10.29

In this paper, we concentrate on the issues and challenges

incurred in the fuel mixing technology and some of its
pertinent aspects of Scramjets Combustor and a basic study on
Plasma assisted ignition and flame holding is done.
Additionally the parameters which influences the Fuel air
Coalescence has been investigated in detail.

II. Parameters Influencing Fuel Air Mixture

A. Wedge Angle
Wedges are induced in the upper wall of the channel to
ameliorate air-fuel mixing in scramjets. The oblique shock
wave induced by the wedge provides enhanced mixing of air
and fuel. Wedge angle has a great influence over the
interaction of the shock waves engendered by it and hence on
the mixing efficiency. Wei Huang et al,[5] have numerically
examined the interaction of oblique shock wave engendered
by the wedges and the optimum wedge angle has been
determined. The oblique shock waves engendered, interacts
with the bottom wall in upstream and downstream of the
injection port in order to enhance mixing. The wedge angles
have been set to 0o, 10o, 20o and 30o for diversified jet to cross
flow ratio: Pj/P= 4.86, 10.29, 17.72, 25.15, this variation in
wedge angle is done to analyze the influence of incident shock
wave intensity on the mixing process.

Fig x. Mixing Efficiency comparison for cases with

different Wedge Angles when Pj/P= 17.72

Fig x. Mixing Efficiency comparison for cases with

different Wedge Angles when Pj/P= 25.15

Fig x. Mixing Efficiency comparison for cases with

different Wedge Angles when Pj/P= 4.86

It is observed that the interaction of the incident

shock wave with the hydrogen jet increases as the wedge
angle is incremented. The oblique shock engendered interacts
with the boundary layer moves upstream and merges with the
recirculation zone generated downstream of jet orifice with the
incrementation in wedge angle. The engendered shock wave
proximately collides with the mach disk of the hydrogen jet
and its perforation is most astronomically immense. As the
wedge angle further increases the effect of oblique shock
moves upstream. An optimum value for wedge angle 20 o has
been determined and it is at this the incident shock wave has
great impact on the commixing efficiency as well as injectant
perforation. At 20o the hydrogen is brought to disseverment
region upstream of the orifice of jet. This is propitious for

mixing augmentation, the effect of oblique shock wave moves

towards upstream and the transverse jet flow field is
perturbed, accordingly the mixing is amended.
The mixing efficiency is observed to increment with
the incrementation of wedge angle irrespective of the jet to
cross flow ratio. The mixing efficiency of the oblique shock
wave engendered upstream to the jet orifice is more
preponderant than the oblique shock wave engendered
downstream to the orifice. Tahsini [10] et al, have additionally
investigated the effect of shock strength on mixing efficiency
by variation of wedge angle. Further he delineated a graph
exhibiting the influence of wedge angle on combustion
efficiency.

Fig x. Combustion Efficiency Vs Wedge Angle

The results portrayed is contradictory to the above one
since, here the optimum value for wedge angle is 15 o and on
further incrementing the oblique shock wave detaches from
wedge, collides with the oblique shock wave engendered by
the injectant jet and commences to move upstream and
perturbs inflow condition withal pressure loss across the shock
is much higher. The oblique shock interaction upstream to the
injection port does not engender auspicious condition due to
excess pressure loss hence the efficiency in design is
decremented. Therefore a balance between mixing efficiency
and pressure loss is obligatory.
Wei Huang et al [3], have presaged the influence of
incident oblique shock wave on mixing by varying the size of
the ramp and for multitudinous wedge angles (swept
angles):15.784o,28.158o,35.974o .the experiment is conducted
for 2 sets of jet-to-cross flow pressure ratio: 8.74(low),
63.5(high).Observations show that as the swept angle (wedge
angle) is incremented the effect of oblique shock over
injectant additionally increases. As the swept angle is
incremented the strength of oblique shock increases and the
shock commences moving towards upstream of the injection
slot. With the incrementation of jet-to-cross flow ratio along
with increase in swept angle of the ramp the shock wave will
be pushed out of the channel. This phenomenon is not
beneficial for the engine and this may induce thermal choke
when combustion occurs.
B. Shock Interaction
The oblique shock produced by the wedges in the
upper wall of the channel of the combustor interacts with the
injectant jet and has great influence over mixing efficiency but
it has its own drawback as they will lead to total pressure loss
of the air-fuel coalescence. Shock interaction with the
injectant stream is vigorously influenced by the wedge angle
which has been discussed in brief in the above section. Other
parameters such as jet-to-cross flow ratio, size of the ramp.

As discussed by Wei Huang et al [3] the higher jet-tocross flow ratio along with increase in size of the ramp forces
the oblique shock out of the channel which is not a desirable
condition as this may lead to thermal choking during
combustion process. Additionally the works of Tahsini [10]
denotes the total pressure loss across the shock which cannot
be compromised with the incrementation in mixing efficiency.
C. Jet to cross flow ratio
Wei Huang [7][8] in their works have investigated the
influence of jet to cross flow ratio over the mixing efficiency
and found that lower jet to cross flow ratio pressure ratio is
better for the mixing process between injectant and the
supersonic airstream and the mixing efficiency decreases with
the incrementation of the cross flow pressure.
D. Slot width
Slot width is another parameter that influences the mixing
efficiency in case of transverse wall injection.
Wei Huang et al [7], have examined the influence of slot width
over mixing efficiency. The experiment was carried out for
two values (high and low) of jet to cross flow ratio. It is
inferred that for constant jet to cross flow ratio the jet
perforation depth increases with the incrementation of slot
width, this is accomplished due to the incrementation in length
of the upstream disunion region with the incrementation of
slot width.
E. Shape of the injectors
Wei Huang et al [8], have employed three dimensional
Reynolds-averaged Navier-Stokes (RANS) equations and the
two equation SST k- turbulence model to explore the
influence of injector configuration over mean flow field
properties for wide range of jet-to-cross flow ratio (4.86,
10.29, 17.72 and 25.15). Assorted shapes adopted for the
injector are circular, equilateral triangle, diamond and square.
Injector mole fraction contour are compared and evaluated for
different injector configurations and jet-to-cross flow ratios for
a transverse wall injection. The outcomes of the experiment
denotes that the equilateral triangle shape brings out highest
mixing efficiency, this is attributed to the spatial vortex
structures engendered in transverse injection flows and withal
the effect of counter rotating vortex pair.

III. Minimization of Total Pressure loss

A. Strut based fuel injection
In strut predicated fuel injection work done by
Ogawa et al [12], it was pellucid that the thrust engendered by
the scramjet engine mainly depends on the total pressure loss
of the combustor, therefore the total pressure loss depends the
working of the scramjet as the more sizably voluminous
pressure loss leads to low values of thrust. Ogawa et al [12]
have utilized Alternating Wedge type hyper mixers shows
improved performance. The four paramount parameters
needed in amending the performance verbalized by Ogawa et
al [12] are as follows.
I.
Mixing Efficiency
II.
Total Pressure Recovery
III.
Fuel Penetration
IV.
Streamwise Vortex Circulation

Fig x. parameters of Strut based fuel injection

Additionally, Ogawa conducted a parametric study on
the influence of above factors by considering the following
attributes like Spanwise scaling factor s (which is defined as
the ratio of the spacing with respect to the spanwise interval of
the baseline geometry), Ramp wedge of the wedge and
Fuel/ air equivalence ratio . Ogawa concludes that the
ameliorating efficiency of Scramjet Engines by introducing
streamwise vortices utilizing alternative Wedge type Hyper
Mixers emphatically depends on the consecutive factors as
follows
Mixing Efficiency:
Mixing efficiency increases as both narrow spanwise
scaling factor and Fuel / air equivalence increases. It is due
to the fact that as spanwise factor is narrow both the Fuel and
air are present inside the streamwise vortices which increases
the efficiency and on higher spanwise factor is high the fuel
and air aren't proximate compared to the antecedent one.
Total Pressure loss:
The studies by Ogawa et al [12], denote that Total
pressure loss mainly depends on the ramp angle of the wedge
and Fuel/ air equipollence ratio . He showed that total
pressure loss increases in incrementing ramp angle and fuel/air
equipollence ratio and spanwise scaling factors has little effect
on total pressure loss.
Fuel penetration height:
The same work accentuated the effect of ramp angle
and Fuel/air equipollence ratio . It showed that higher
angle, there was formation of secondary vortices which
ameliorated the fuel penetration

Fig x. Sensitivity comparison of parameters

B. Plasma assisted
The fuel mixing efficiency is governed by
two mechanisms namely molecular diffusion and Kinematic
mixing. Former one is a natural process which can't be
modified whereas kinematic mixing can be increased by
turbulent structures and vortices. In this air fuel mixing is
amended by the turbulent structures engendered during the
post discharge period. The total pressure loss is one of the
main factors determining the working range of altitude of the
scramjets as the scramjets always doesn't obligatory work on
the optimal conditions it was imminent to find a Fuel mixing
technique to tackle the total pressure loss quandary. Alexander
Frisov et al [13] proposed the incipient method of mixing
namely plasma enhanced mixing and flame holding .The
working of the above method is by placing electrical discharge
partially inside the injector slot, therefore introducing sharp
thermal inhomogeneity in the flow field and thereby
incrementing the air fuel mixing withal and localized
discharge in the shear layer thereby incrementing mixing
efficiency. The main principle of working of the co-located
plasma-fuel injection is the formation of turbulent structures in
a cooling behind discharge channel. These turbulent structures
lead to better mixing of the air -fuel cumulation. The main
concern in design of plasma availed scramjet is the
Combustion instability quandary. The diagram describing
combustion instability in plasma enhanced mixing and ignition
by Konstantin V. Savelkin et al [14] is presented below.

Streamwise vortex circulation:

The work by Ogawa et al [12] highlighted the
importance of the spanwise spacings and the ramp angle of
the wedge .
The sensitivity of various parameters on individual (Si) and
its effect on other variables (ST) can be delineated in to the
graph as exhibited below. It clearly holds the description for
the spanwise scaling factor s, Wedge angle and the Fuel air
equivalence ratio .

Fig x. Combustion Instability in plasma assisted ignition

Combustion Instability i.e. the periodic blow out and
re-ignition of the flame can be overcome by optimization of
the duct and active control of discharge parameters. Therefore
the future works can be concentrated in plasma availed
ignition in a scramjet engine.

IV.

Short Residence Time

Due to the high speeds, SCRAMJETS are characterized by

low residence time but to achieve a stable combustion a higher
residence time is needed and it done by varying the combustor
geometry like creating obstructions. Currently study by Baurle
et al.[15] showed that Cavity based design is employed to
improve residence time of the SCRAMJETS. Future prospects
of increasing residence time needed to be studied in detail.

V.

Conclusion

The fuel mixing efficiency is governed by two mechanisms

namely molecular diffusion and Kinematic mixing. Former
one is a natural process which can't be modified whereas
kinematic mixing can be incremented by turbulent structures
and vortices and thus sundry methods to increment air fuel
mixing has been studied. It is also has been showed that both
Air-Fuel mixing
and Total pressure loss are directly
proportional i.e., incrementing Air/Fuel mixing increases total
pressure loss which leads to low thrust and vice versa. Thus
an incipient method which doesn't compromise on both
Air/Fuel mixing and Total pressure loss is a compulsory for
future utilization of SCRAMJETS as a mode of transport.

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