Ramjet Notes PDF

Introduction to High Speed
Airbreathing Propulsion
Systems
MAE 5540 - Propulsion Systems

• Oxidizer … “liquid air”
Have to take our own along
So that the engine can breathe
At high altitudes
• How Much Oxidizer?

… depending op chosen propellants
… 4-9 times as much
As the fuel we carry!
Flight Without Oxidizer, I
What if we could get enough oxygen from ambient air?
X-43 airbreathing SCRAMjet engine
What happens to our Isp?
OK .. Lets loose the Oxidizer … and our Isp goes up by a factor

Of 7! … but where do we the the Oxidizer for combustion? ….
… from the
atmosphere
Flight Without Oxidizer, II
Do Not Need Oxidizer here
For a large portion of the Launch

trajectory there is Plenty Enough air
For combustion if you are going fast
enough
Need Oxidizer here

Fuel Efficiencies of Various
High Speed Propulsion Systems
Isp
Minimal turbo-machinery
Operational Flight Envelope for Various
Flight Vehicles

Operations Payoffs for Airbreathing Launch
• Decreased gross lift-off weight, resulting in smaller
facilities and easier handling
• Wider range of emergency landing sites for intact abort
• Powered flyback/go-around & more margin at reduced
power
• Self-ferry & taxi capabilities
• Greatly expanded launch windows (double or triple)
• Rapid orbital rendezvous (up to three times faster than
rockets)
• Wider array of landing sites from orbit, with 2,000-mile
cross range and increased range
• Reduced sensitivity to weight growth

Applications

Amount of Rocket propellant required
to launch a 1000 kg payload into orbit
Amount of Propellant required, kg
Titan IV
space shuttle
Our total launch mass goes from
10,000 kg/kg down to <1400 kg/kg wow!
Rockets on the Launch Pad are Mostly ALL FUEL!!
"Venture-star"
MAE 5540 - Propulsion Systems Specific Impulse, sec.

Airbreathing Propulsion Basics
Squeeze Bang
Blow
Suck

Brayton Cycle for Airbreathing
Combustion
Step Process
1) Intake (suck) Isentropic Compression
2) Compress the Air (squeeze) Adiabatic Compression
3) Add heat (bang) Constant Pressure Combustion
4) Extract work (blow) Isentropic Expansion in Nozzle
5) Exhaust Heat extraction by surroundings
Step 3
… step 5 above happens In the
exhaust plume and has minimal
Effect on engine performance Step 1-2 Step 4
Step 5
MAE 5540 - Propulsion Systems (Credit Narayanan Komerath, Georgia Tech)

Combustion (cont’d)
• Ramjet Engine Combustion Cycle Steps
(Credit Narayanan Komerath, Georgia Tech) • Compression and

Power extraction steps
Performed passively
Step 1-2 Step 3 Step 4

Combustion (cont’d) Turbine
• Turbojet/Turbo fan Combustor Nozzle
engines Combustion Compressor
Cycle steps
Turbojet
Compression and
Power extraction Inlet
steps use Afterburner
Turbo-machinery Turbine
To augment cycle Compressor Afterburner
Turbofan
Inlet
Combustor Nozzle
MAE 5540 - Propulsion Systems Fan
Ideal Ramjet
Cycle Analysis
Region Process Ideal Behavior Real

Behavior
A to 1(inlet) Isentropic flow P0,T0 constant P0 drop
1-2 (diffuser) Adiabatic P,T increase P0 drop

Compression P0 drop
2-3 (burner) Heat Addition P0 constant, T0 P0 drop
s Increase " !q %
!s = $ ' > 0
# T & rev
3-4 (nozzle) Isentropic T0,P0 constant s Increase
expansion
!s > !srev T0 drop
Ideal Ramjet
Cycle Analysis
T-s Diagram Step 1-2 Step 3 Step 4

Thermodynamic Efficiency of Ideal Ramjet
• Net Work Available --> work perform by system in step 4

minus work required for step 1-2
• Net heat input --> heat input during step 3 (combustion)

- heat lost in exhaust plume
(Credit Narayanan Komerath, Georgia Tech)

Thermodynamic Efficiency of
Ideal Ramjet (cont’d)
• Ideal Cycle Efficiency(η) = (Net work output)/(Net heat input}
Net Work
• = ( hA ! hB ) + ( hC ! hD )
m
Net Heat Input
• = ( hC ! hB )
m

• Ideal Cycle Efficiency = (Net work output)/(Net heat input}
" Net Work %
$ '
( hA ( hB ) + ( hC ( hD ) ( hD ( hA )
•
# m &
!= = = 1(
" Net Heat Input % ( hC ( hB ) ( hC ( hB )
$ • '
# m &

• Assume … Cpair ~ Cpproducts
# C p air &
! = 1"
( C p products TD " C p air TA ) = 1"
% TD "
$
TA (
C p products '
(C p air TC " C p products T )

B
# Cp
%
air
TC " TB (
&
$ C p products '

• For simplicity … let … Cpair ~ Cpproducts
$ C p air '
& TD # TA )
! "1#
% C p products (
= 1#
( TD # TA )
$ Cp ' ( TC # TB )
&
air
TC # TB )
% C p products (
$ TD TA ' $ TD TA TB '
&% T # T )( &% T # T T )(
= 1# C C
= 1# C B C
$ TB ' $ TB '
&% 1 # T )( &% 1 # T )(
C C

• From C-->D flow is isentropic …
( )1 (Credit Narayanan Komerath, Georgia Tech)
TD " PD % (
! =$ '
TC # PC &
# ) "1
&
% # PD & ) TA TB (
# TD TA TB & % ( "
%$ T " T T (' % $ PC '
$
TB TC (
'
! = 1" C B C
= 1"
# TB & # TB &
%$ 1 " T (' %$ 1 " T ('
C C

• Adiabatic compression across diffuser
! PA $ ! PA P0 A P0 B $
#" P &% = # P ' P ' P & =
B " 0A 0B B %
( ( ( )1 ( )1
! TA $ ( )1
! T0 B $ ( )1 P0 A TA ! PA $ ( ! P0 B $ (
# & #" T &% * T0 A = T0 B * =# & # &

" 0A %
T B P0 B TB " PB % " 0A %
P

• Sub into efficiency (Credit Narayanan Komerath, Georgia Tech)
equation
# ) "1 ) "1 ) "1

&
# P & ) # P & ) # P & )
TB (
% D "% ( %A 0B
% (
% $ PC ' ( (
%$ $ P B ' $ P0 A
' TC ('
! = 1"
# TB &
%$ 1 " T ('
C

ideal nozzle ! PA = PD
ideal burner ! PB = PC
# ) "1
& # ) "1
&
% 1 " # P0 B & TB ( % T " # P0 B & T (
) )
) "1 % %P ( T ( ) "1 % C %P ( B
(
% $ 0A ' C( % $ 0A ' ('
# PA & ) $ ' # PA & ) $
! = 1" % ( = 1" % (
$ PB ' # TB & $ PB ' ( TC " TB )
%$ 1 " T ('
C

# ) "1
& (Credit Narayanan Komerath, Georgia Tech)
% T " # P0 B & T (
)
) "1 % C %P ( B
(
% $ 0A ' ('
# PA & ) $
! = 1" % (
$ PB ' (TC " TB ) Step 1-2 Step 3 Step 4
i) As engine pressure ratio, PB/PA, goes up … η goes up
ii) As combustor temperature difference TC-TB

goes up … η goes up
iii) As inlet total pressure ratio (P0B/P0A) goes down …

(stagnation pressure loss goes up) … η goes down
Why is total pressure recovery important?
• Choked • ! +1
Nozzle Throat m ! " 2 % (! (1) p0
=
Rg $# ! + 1 '&
massflow *
A T0
• Thrust is proportional to engine massflow
Thrust = m e Ve ! m i Vi + ( pe Ae ! p" Ae )
• •

Ideal Ramjet: Inlet and Diffuser
• Take a Rocket motor and “lop the top off”

•
mfuel
•
M>1 mair normal
shockwave
M<1 •
m air+fuel
• Works Ok for subsonic, but for

supersonic flow … can’t cram
enough air down the tube
• Result is a normal shock wave

at the inlet lip
Ideal Ramjet: Inlet and Diffuser (cont’d)
•
mfuel
•
M>1 mair
normal
shockwave
M<1 •
m air+fuel
M∞ M2
• Mechanical Energy is
Dissipated into Heat
• Huge Loss in Momentum

Ideal Ramjet: Inlet and Diffuser (cont’d)
• So … we put a spike in front of the inlet
•
mfuel
Oblique
shockwave
•
M>1 mair M<1 •
m air+fuel
Much weaker normal

shockwave
M!
M2
• How does this spike Help?
• By forming an Oblique
Shock wave ahead of the inlet

Oblique Shockwave Theory Background
Anderson,
• In Supersonic flow, pressure disturbances cannot Compressible Flow,
outrun “point-mass” generating object
Chapter 4 pp.127-145
• Result is an infinitesimally weak “mach wave”
ct
µ
Vt
"c!t % 1 )1 1
sin µ = $ = ( µ = sin
# V ! t '& M M

Oblique Shock Wave (cont’d)
• When generating object is larger than a “point”, shockwave is stronger than
mach wave …. Oblique shock wave
β>µ
• β -- shock angle
θ
• θ -- turning or
“wedge angle”

Oblique Shock Wave Geometry
• Must satisfy
i) continuity
ii) momentum
iii) energy
Tangential Normal
Ahead w1 , Mt 1 u 1 , Mn 1
Of Shock
Behind w2 , Mt 2 u 2 , Mn 2
Shock

Collected Oblique Shock Equations
• Continuity
!1u1 = !2u2
• Momentum w1 "
w1 = w2
u1 "#!
p1 + !1u1 = p2 + !2u2
2 2
• Energy
u2 w2
u1 2
u2 2
"#!
c pT1 + = c pT2 + !
2 2
Oblique Shock Waves:
Collected Algorithm
• Properties across Oblique
Shock wave ~ f(M1, β)
• θ is the geometric angle

that “forces” the flow
tan (! ) =
{
2 M 12 sin 2 ( " ) # 1 }
tan ( " ) %& 2 + M 12 %&$ + cos ( 2 " ) '( '(
Collected Algorithm (cont’d)
• Can be re-written as third order polynomial in tan(θ)
*# ! " 1 2 & - 3 *# ! + 1 2 & -
M 1 tan () ) . tan ( 0 ) + 1 + M 1 tan () ) . tan ( 0 ) " ( M 1 " 1) tan ( 0 ) + 1 = 0
2
+ %1 +
2
,$ 2 (' / , %$ 2 (' /
• “Very Easy” numerical solution

• Cubic equation has three solutions
i) weak shock
*# ! " 1 2 & -
ii) Strong shock a = + %1 + M 1 ( tan () ) .
iii) non-physical solution
,$ 2 ' /
2ax j ! bx j ! 1
3 2 (
b = M 12 " 1 )
x j +1 = *# ! + 1 2 & -
3ax j 2 ! 2bx j + c c = + %1 + M 1 ( tan () ) .
,$ 2 ' /
x = tan ( 0 )
• “Less Obvious” explicit solution
' $% + "1
( & )*
( 2
)
M 1 " 1 + 2 # cos )
(
4 cos
3 ,+ δ = 0 ---> Strong Shock
tan ( ! ) =
. - "1 21 δ = 1 ---> Weak Shock
3 01 + M 1 3 tan (4 )
/ 2 2
$ # "1 2'$ # +1 2' 2

( ) M 1 ) tan (* )
2
!= M 12 " 1 " 3 &1 + M 1 ) &1 +
% 2 (% 2 (
$ # "1 2'$ # "1 2 # +1 4 ' 2
(M ) M 1 ) tan (* )
3
1
2
" 1 " 9 &1 + M 1 ) &1 + M1 +
!= % 2 (% 2 4 (
+3
• ... and the rest of the story …
!2 (" + 1) ( M 1 sin # ) 2
=
!1 (
2 + (" $ 1) ( M 1 sin # )
2
)
p2
p1
= 1+
2"
(" + 1) (
( M 1 sin # ) $ 1
2
)
T2 %
= '1 +
2"
(2 ('
( M 1 sin # ) $ 1 * ' ) (
% 2 + (" $ 1) ( M sin # )2
1 ) (*
T1 & (" + 1) ) ( " + 1) ( M 1 sin # )
2
*
& )

Collected Algorithm (concluded)
• ... and the rest of the story …
$ ( ! " 1) 2'
&% 1 + 2 ( M 1 sin # ) )( Mn2
Mn2 = M2 =
$ ( ! " 1) ' sin ( ! " # )
&% ! ( M 1 sin # ) " 2 )(
2
$ ! '
$ * (! + 1) - '
2 &% ! #1)(
& , ( M 1 sin " ) / )

P0 2
=
2 & + 2 . )
1
&$ ! #1 2' )
P01
$
(! + 1) & ! ( M 1 sin " ) #
2 ( ! # 1) ' & & 1 +
! #1
% 2
( M 1 sin " ) ) )
(
% 2 ( ) % (

Basic Oblique Shock Example:
•M1 = 3.0, p1=1atm, T1=288°K, θ=20°, γ=1.4,
M1 !
M2
"
• Compute shock wave angle (weak)
• Compute P02, T02, p2, T2, M2 … Behind Shockwave

Basic Oblique Shock Example : (cont’d)
•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Explicit Solver for β
$ # "1 2'$ # +1 2' 2

( ) M 1 ) tan (* )
2
!= M 12 " 1 " 3 &1 + M 1 ) &1 + =7.13226
% 2 (% 2 (
$ # "1 2'$ # "1 2 # +1 4 ' 2

( ) M 1 ) tan (* )
3
M 12 " 1 " 9 &1 + M 1 ) &1 + M1 +
!= % 2 (% 2 4 ( =0.93825
+3

•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• δ = 1 (weak shock)
' $% + "1
( & )*
( )
M 1 " 1 + 2 # cos )
2
(
4 cos
3 ,+
tan ( ! ) =
. - "1 21
3 01 + M 1 3 tan (4 )
/ 2 2
% 2 % 4! ( 1 ) + acos ( 0.93825 ) & &
( 3 " 1 + 2' 7.13226 cos # $)
180 3
atan (( ) =
)
! 1.4 " 1 !
( 3 %# 1 + 3 &$ tan %# 20&$ )
2
# 2 180 $
37.764°
•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Normal Component of Free stream mach Number
!
Mn1 = M 1 sin ! = $
3 sin "
180
37.7636%# =1.837
• Compute Pressure ratio across shock

2!
p2
p1
= 1+
(! + 1)
(
Mn12 " 1 ) Normal Shock Solver
p2 = 3.771(1 atm) = 3.771 atm • Flow is compressed

•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Temperature ratio Across Shock
T2 # 2! (
& # 2 + (! " 1) Mn1
2
) &(
= %1 +
T1 $ (! + 1)
Mn12 " 1 ( ) (%
( ! + ) 2
' %$ 1 Mn1 ('
Normal Shock Solver
T2 = 1.5596(288 °K) = 449.2 °K

•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Stagnation Pressure ratio across shock
!
Mn1 = M 1 sin ! = $
3 sin "
180
37.7636%# =1.837
Normal Shock Solver
P0 2
= 0.7961
P01
•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Stagnation Pressure ratio (alternate method)

# ! &
# ) (! + 1) 2,
& 2 %$ ! "1('
% + Mn1 . (
P0 2
=
2 % * 2 - (
1
%# ! "1 2& (
P01
# ( ! " 1) & % % 1 +
! "1 Mn1 ( (
(! + 1) % ! Mn1 "
2
( $
$ 2 '
'
$ 2 '
1.4
$ $ $ ( 1.4 + 1 ) % 2 $ ! 2%
%
'" 3 sin $ 37.7636 % % ( ( 1.4 & 1 )
' " # " " 180 ## # (
2 ' 2 (
' $ %(
1
' $ ( 1.4 & 1 ) % $ $ ! % %
2
$ ! 2 ( 1.4 & 1 ) % % 1.4 & 1 '1 + " # " 3 sin " 37.7636# # ( (#
( 1.4 + 1 ) ' 1.4 $" 3 sin $" 37.7636%# %# & $" # (#
" " 2 180 #
" 180 2
=0.7961
•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Stagnation Pressure

"
P0 2 P01 P0 2 $ " # 1 2 ' " #1
P0 2 = ! ! p1 = ! &1 + M1 ) ! p1
P01 p1 P01 % 2 (
1.4
$ 1.4 # 1 2 ' 1.4 #1
( 0.7961) &1 + 3 ) ! 1atm =
% 2 (
=29.24 atm
•M1 = 3.0, p1=1atm, γ=1.4, T1=288°K, θ=20°
• Compute Stagnation Temperature behind shock
T01 $ " #1 2'

T0 2 = T01 = ! T1 = &1 + M 1 ) ! T1
T1 % 2 (
$ 1.4 # 1 2 '
&%1 + 3 ) ! 288 o
K=
2 (
=806.4 oK
2-D Ramjet Inlet Example
P0B
M1=4.0
B
β= 40° • Compare MB and P0 behind normal shockwaves
B
P0B
Assume γ=1.4
2-D Ramjet Inlet Example (cont’d)
P0B
M1=4.0
B
• From Normal Shock wave solver

$ P0 B '
& P = 0.1388 )
normal..shock
& 0! )
M ! " M B = 0.434959 # & p B )
& = 18.5 )
& p! )
& )
% (
β= 40°
• Across Oblique Shock wave

$ !
• M1n= M1 sin β1 = 4 sin " 40%# =2.571 M2n=0.5064
180
$ ! %
( 2 $" 42 sin2 $" 40%# & 1%# )
tan (! ) =
{
2 M 12 sin 2 ( " ) # 1 } )
180 (
atan (
180 )
)
!
tan ( " ) %& 2 + M 12 %&$ + cos ( 2 " ) '( '( ( $" tan $" ! 40%# %# $" 2 + 42 $" 1.4 + cos $" ! 2' 40%# %# %# )
" 180 180 #
MAE 5540 - Propulsion Systems θ = 26.2°

β= 40°
• Across Oblique Shock wave

0.5064
M2n
M 2 n = 0.5064 ! M 2 = = sin % ! ( 40 " 26.2 ) & =2.123
sin("1 -# ) # $
180
P02/P01 = 0.4711
β= 40°
• Across Normal Shock wave (behind oblique Shock)

normal..shock
M 2 = 2.123 ! M B = 0.557853 "
P0 B P0 B P0 B P0 2
= 0.663531 " = = ( 0.663531) (0.4711)=0.3126
P0 2 P0 ! P0 2 P0 !
$ 1.4 %
pB pB P0 B P0 ! &
0.3126 & $" 1 +
1.4 ! 1 2 % ( 1.4 ! 1) '
= # # = " 2
4 # '
#
= 38.422
p! P0 B P0 ! p!
$ 1.4 %
&$ 1.4 ! 1 ( 1.4 ! 1 ) '
& "1 + 0.5578532 %# '
MAE 5540 - Propulsion Systems " 2 #
M B = 0.4350
P0 B
= 0.1388
M1=4.0 P0 !
pB
= 18.5
P0 !
• Compare
• Spike aids in increasing Total Pressure recovery
Reducing “ram drag”
M B = 0.557853
P0 B
= 0.3126
P0 !
pB
= 38.422
M1=4.0 P0 !

• … Continuing example … Incoming Air to Ramjet
• Molecular weight = 28.96443 kg/kg-mole

•γ = 1.40
• Rg = 287.056 J/°K-(kg)
• T∞ = 216.65 °K
• p∞ • =• 19.330 kPa
• Combustor q = q / m = 500 kJ/kg
• Assume that mass of added fuel is negligible, exhaust

and γ, Rg are the same

• Compute free stream stagnation temperature
$ " #1 2' $ 1.4 ! 1 2%
T0 ! = T! &1 + M ! ) = 216.65 "1 + 4 # =909.93°K
% 2 ( 2
• Compute BURNER stagnation temperature

q + c pT0! 500! 10 3
+ 1004.696 ( 909.93 )
T0C = = = 1407.6 °K
cp 1004.696

• Compute efficiency …. Normal shock inlet
M B = 0.4350
P0 B
= 0.1388
M1=4.0 P0 !
pB
= 18.5
P0 !
• Compute TC, TB
TC = 909.93
= 867.75°K
$ 1 + 1.4 ! 1 0.4352%
" # 1407.6
2
TB = = 1356.3°K
$1 + 1.4 ! 1 2%
" 0.435 #
2
• Compute efficiency …. Normal shock inlet
M B = 0.4350
P0 B
= 0.1388
M1=4.0 P0 !
pB
= 18.5
P0 !
# ) "1
&
• Compute TC, TB #
% T " P0 B & )
(
) "1 % % ( T
C
$ P0 A ' B
(
TC = 867.75°K # PA & ) $ % ('
! = 1" % ( =
$ PB ' (TC " TB )
TB = 1356.3°K
! ( 1.4 ! 1 ) & & ( 1.4 ! 1 ) ' '
1.4 $ $ 1.4 % %
18.5 $ 1356.3 ! $ 0.1388 % 867.75%
" " # # =0.2328
1!
MAE 5540 - Propulsion Systems ( 1356.3 ! 867.75 )
• Compute efficiency …. Oblique shock inlet
M B = 0.557853
P0 B
= 0.3126
P0 !
pB
= 38.422
M1=4.0 P0 !
• Compute TC, TB
909.93
TC = = 856.61°K
$ 1 + 1.4 ! 1 0.5578532%
" #
2 1407.6
TB = $ 1.4 ! 1 2% = 1325.1°K
" 1 + 0.557853 #
2
M B = 0.557853
P0 B
= 0.3126
P0 !
pB
= 38.422
M1=4.0 P0 !
# ) "1
&
• Compute TC, TB #
% T " P0 B & )
(
) "1 % % ( T
C
$ P0 A ' B
(
TC = 856.61°K # PA & ) $ % ('
! = 1" % ( =
$ PB ' (TC " TB )
TB = 1325.1°K ! ( 1.4 ! 1 ) & & ( 1.4 ! 1 ) ' '
1.4 $ $ 1.4 % %
38.422 $ 1325.1 ! $ 0.3126 % 856.61%
" " # #
1! = 0.4652
( 1325.1 ! 856.61 )
M1=4.0 η = 0.2328
η = 0.4652
M1=4.0
200% increase in efficiency!
Supersonic Inlet:
Condorde Inlet Design
• Mach 2 Cruise
Credit:
http://www.concordesst.com/powerplant.html
Conical versus 2-D Inlets
SR-71
Concorde
X-15 F-15
MAE 5540Ramjet
- Propulsion Systems
Physical Aspects of Cone Flow
• Compare cone flow to wedge • Cone flow supports a
much larger wedge angle
Cone Flow before shock wave detaches
M∞=2.0
Wedge Flow
M∞=1.5
M∞=2.0
M∞=1.5
M∞=4.0
M∞=8.0
M∞=8.0 M∞=4.0

Physical Aspects of Cone Flow (cont’d)
• Three-dimensional
“relieving” effect
• Cone shock wave is

Effectively weaker
Than shock wave for
Corresponding wedge angle
• Conical Inlet not at effective

as 2-D inlet … but much less
“draggy”

Air to Fuel Ratio Computations
• Stagnation enthalpy of the air and burned products leaving

the combustor equals the enthalpy of the air entering the
combustor + heat released by chemical reaction
• Sensible enthalpy of fuel assumed to be negligible when

compared to heat of reaction

Fuel to Air Ratio Computations (cont’d)
T02 -- stagnation temperature
entering burner
T03 -- stagnation temperature

exiting burner
• • • f -- fuel to air ratio

m air (1 + f ) C p 3 T0 3 = m air C p 2 T0 2 + m f qr
• •
Cp2 -- specific heat of
= m air C p 2 T0 2 + f m air qr air entering burner
Solve for f Cp3 -- specific heat of

C p 3 T0 3 combustion products
!1
C p 3 T0 3 ! C p 2 T0 2 C p 2 T0 2
f = =
(
qr ! C p 3 T0 3 " qr ) C p 3 T0 3 %
qr -- heat of reaction
$C T ! C T '
# p2 02
MAE 5540 - Propulsion Systems p2 02 &
Equivalence Ratio versus Mixture Ratio
• The equivalence ratio is used to characterize the mixture ratio
Of airbreathing engines … analogous to mixture ratio
• The equivalence ratio,Φ , is defined as the ratio of the actual

fuel-air ratio to the stoichiometric fuel-air ratio.
… Φ > 1 ---> a rich mixture

… Φ < 1 ---> lean mixture
# m• &
• For Φ = 1, no oxygen is left in % • (fuel
exhaust products … combustion % m air ( [ f ]actual
is called stoichiometric $ ' actual
!" =
# m• & [ f ]stoich
% • fuel (
% m air (
$ ' stoich
Equivalence Ratio versus Mixture Ratio
(cont’d)
• Consider combustion of H2 fuel with air … what is Stoich fuel ratio
(define only water as product of combustion)
!!
2H 2 + O2 # !
" H 2O
!
$ m• H ' 2 kg + 2 kg* mol $ •
' $ m• H ' •
1 m H 0.21m O2
& • 2) = = " ( f )stoich = & • 2 ) &
= • ) + • = 0.02625
kg* mol 2
&% m O )( 32 kg + 1kg* mol 8 &% m air )( &% m O )( m air

2 stoich stoich 2 stoich
kg* mol
Air/Fuel=38.09
• Assumed equilibrium chemistry is
described by reaction above with only water vapor as
combustion product, + left over atmospheric nitrogen

CEA Calculation
• Actual Equilibrium Calculations, Gaseous H2, air, φ=1, pc= 1000 kPa (145 psi)
TB=856.6 °K (earlier ramjet problem)
Assumed air composition (dry air)
Nitrogen 79.00
Combustion Product
Oxygen 21.00
MOLE FRACTIONS
Burner M=1
H2O 0.31761 0.31761
N2 0.68239 0.68239
Combustion properties
Burner M=1
T, K 2826.42 2521.42
H, KJ/KG 785.57 260.70
U, KJ/KG -160.58 -583.35
G, KJ/KG -28431.7 -25803.7
M, (1/n) 24.838 24.838
GAMMAs 1.2395 1.2437
O/F= 38.09

CEA Calculation, more realistic reaction
TB=856.6 °K (earlier ramjet problem)
Gas % of Earth Atmosphere at sea level (dry air)
Nitrogen 78.08
Oxygen 20.95 Equilibrium reactions Combustion Product
Argon 0.94 Reduces flame temperature MOLE FRACTIONS
Carbon dioxide 0.03 Compared to previous Burner M=1
Ar 0.00564 0.00567
CO 0.00005 0.00003
Combustion properties CO2 0.00012 0.00014
Burner M=1 H 0.00205 0.00086
T, K 2662.82 2446.29 H2 0.01718 0.01062
H, KJ/KG 779.69 288.07 H2O 0.29080 0.30174
U, KJ/KG -120.74 -534.64 NO 0.00402 0.00229
G, KJ/KG -26714.1 -24970.0 N2 0.66569 0.67022
M, (1/n) 24.588 24.723 O 0.00065 0.00025
GAMMAs 1.1814 1.1951 OH 0.00936 0.00523
O/F= 37.88393 O2 0.00445 0.00296

CEA Calculations (cont’d)
TB=856.6 °K (earlier ramjet problem) (rich mixture)
Gas % of Earth Atmosphere at sea level (dry air)
Nitrogen 78.08
Oxygen 20.95 Reduced flame temperature Combustion Product
Compared to previous
Argon 0.94 MOLE FRACTIONS
But molecular weight is lower Burner M=1
Carbon dioxide 0.03
Ar 0.00433 0.00433
Combustion properties CO 0.00011 0.00010
Burner M=1 CO2 0.00002 0.00002
T, K 2422.36 2156.10 H 0.00274 0.00091
H, KJ/KG 963.90 382.97 H2 0.23958 0.24051
U, KJ/KG -76.701 -542.18 H2O 0.24021 0.24097
G, KJ/KG -28674.1 -25997.3 NH3 0.00001 0.00001
M, (1/n) 19.355 19.377 NO 0.00004 0.00001
GAMMAs 1.2399 1.2559 N2 0.51239 0.51300
O/F= 37.88393 OH 0.00057 0.00013

CEA Calculations (cont’d)

Specific Thrust of Air Breathing Engine
• Analogous to specific impulse
Thrust = m e Ve ! m i Vi + ( pe Ae ! p" Ae )
• •
Cruise design condition
When pe=p∞
! $ ' m• + m• * V - m• V
Fthrust )( f air , e
+
air .
' 1* 1 1
# • & = = )1 + , Ve - V. = Ve + (Ve - V. )
# m &
•
" f % opt mf ( f+ f f

Specific Thrust of Air Breathing Engine (cont’d)
• Re writing in terms of mach number
! $
Fthrust
# • & =#
# m &
! f + 1$
" f % &
1 ! f + 1$
Ve ' V( = #
f " f % & ) e R g e Te M e '
1
f
( )
) ( R g ( T( M ( =
" f % opt
! f + 1$ Te 1! T( $
#" f &% ) e R g e Toe T M e ' f # ) ( R g ( T0( T M ( & =
oe " 0( %
! $
! f + 1$ Me 1# M( &
#" f &% ) e R g e Toe ) '1 2
' # ) ( R g ( T0(
f#
&
) ( '1 2 &
1+ e Me #" 1 + M( &
2 2 %

Specific Thrust of Air Breathing Engine (cont’d)
• Re writing in terms of mach number
! $
! $
Fthrust ! f + 1$ Me 1# M) &
# • & =# & ' e R g e Toe ( # ' ) R g ) T0) &
# m & " f % ' e (1 2 f# ' ) (1
" f % opt 1+ Me #" 1+ M ) 2 &&
2 2 %
Function of Nozzle geometry
f= Φ fstoich
Function of combustion
• Equivalence ratio, engine
pressure ratio, nozzle drive process
Revisit Earlier Ramjet problem
β= 40°
M1=4.0
• Compute Specific Thrust for Φ=1, gaseous H2 fuel M B = 0.557853

P0 B
= 0.3126
• Nozzle Optimized for operation at ~10 km altitude P0 !
(p∞ =pe= 26.43 kPa) …pburner ~ 1015.5 kPa pB
= 38.422
• Assume frozen chemistry at burner P0 !
Revisit Earlier Ramjet problem (cont’d)
= 1253 kPa
β= 40°
M1=4.0
• Calculate exit stagnation pressure:

$ 1.4 %
M B = 0.557853
" #
1.4 ! 1
= 26.4 "1 + 2 4 #
$ 2% 1.4 ! 1 = 4008.5 kpa P0 B
P0 ! P0 !
= 0.3126
$ $ 1.4 % %
" #
P0 e = 0.3126 &&26.4 $"1 + 1.42! 1 4 #
2 % 1.4 ! 1 '
' = 1253.0 kPa
pB
= 38.422
" # P0 !
From earlier CEA calculations
γe ~ 1.1814 ---> Φ=1, gaseous H2 fuel,
pburner ~ 1000 kPa
! e "1
) ,
2 +# P0 e & ! e
.
Me = " 1
! e " 1 +%$ pe (' .
+* .-
• Calculate exit Me 1.1814 ! 1
$ $ % % 0.5
& 2 & $ 1253 % 1.1814 ''
& &" # ! 1 ' ' = 2.986
" 1.1814 ! 1 " 26.4 ##
Ae/A*=7

β= 40°
M1=4.0
• Assume Ae/A* = 2.0
• Compute free stream stagnation temperature

$ " #1 2' $ 1.4 ! 1 2%
T0 ! = T! &1 + M ! ) = 216.65 "1 + 4 # =909.93°K
% 2 ( 2
• Exit stagnation temperature … From earlier CEA calculations
Tburner = 2662.82 °K
• From inlet earlier problem
M B = 0.557853
P0 B
= 0.3126
P0 !
pB
= 38.422
T0 burner = P0 !
$ 1.1814 ! 1
2662.82 " 1 + 0.557852%# = 2738.2 °K
2
• Calculate specific thrust

! $
! $
# • & =# & ' e R g e Toe ( # ' ) R g ) T0) &
# m & " f % ' (1 2 f# ' (1
" f % opt 1+ e Me #" 1+ ) M ) 2 &&
2 2 %
1
f = Φ fstoich = ( 1 ) =0.0265
37.88393
MW = 24.6 --> Rg = 337.98 J/kg-degK


! $
! $
# • & =# & ' e R g e Toe ( # ' ) R g ) T0) &
# m & " f % ' (1 2 f# ' (1
" f % opt 1+ e Me #" 1+ ) M ) 2 &&
2 2 %
# 0.0265 + 1 $ ( 1.1814% 337.98% 2738.2 ) 0.5 ( 2.986 )

! 0.0265 " -
# 1 + 1.1814 & 1 ( 2.986 ) 2$
0.5
! "
2
# 1 $ ( 1.4% 287% 909.93 ) 0.5 4

= 45397 Nt/kg/sec
! 0.0265 "
# 1 + 1.4 & 1 ( 4 ) 2$
0.5
! "
2
! $
… convert to seconds # • & = 89928.2835 ! 44534.69 =
1 Fthrust
4628.4 sec
g0 # m & 9.8077
" f % opt

• Idealized analysis …
! $ with a 2-D inlet
1 Fthrust
# • & = 4628.4 sec
g0 # m & •If we consider losses of
" f % opt 10% then we are right in
the middle of the predicted
operating range

Amount of Rocket propellant required
to launch a 1000 kg payload into orbit
• Now one can see why air breathing options

are so attractive
Amount of Propellant required, kg
Isp > 4000! …. Off the chart

Titan IV
space shuttle
Rockets on the Launch Pad are Mostly ALL FUEL!!
"Venture-star"
MAE 5540 - Propulsion Systems Specific Impulse, sec.

What is the thermodynamic efficiency
# ) "1
&
#
% T " P0 B & )
(
) "1 % % ( T
C
$ P0 A '
B
(
# PA & ) $ % ('
! = 1" % ( =
$ PB ' (TC " TB )
! ( 1.4 ! 1 ) & & ( 1.4 ! 1 ) ' '
1.4 $ $ 1.4 % %
38.422 $ 2662.82 ! $ 0.3126 % 856.61%
" " # #
1! = 0.600
( 2662.82 ! 856.61 )

What is the thermodynamic efficiency (cont’d)
• Unlike Rockets .. Ramjets … and air breathing propulsion systems
in general tend to run more thermodynamically efficient when
the mixture ratio of leaner than stoich
• Combustion efficiency and stability limits are depending on several parameters :

fuel, equivalence ratio, air stagnation pressure and temperature
• Airbreathers tend to run lean … that is why afterburners work … left over O2
What is the thermodynamic efficiency (cont’d)
• Additional fuel is introduced into the hot exhaust and burned using excess
O2 from main combustion
• The afterburner increases the temperature of the gas ahead of the nozzle
Increases exit velocity
• The result of this increase in temperature is an increase of about 40 percent in

thrust at takeoff and a much larger percentage at high speeds
.. But big loss in thrust to fuel consumption ratio

Thrust Specific Fuel Consumption
•
mf 1 Measure of fuel economy of
TSFC = !
Fthrust I sp g0 An airbreathing engine
•
mf 1
TSFC = !
Fthrust I sp g0
Typical Turbojet ! TSFC = ( 2 " 4 ) lbm

lbf " hr

Next: Supersonic Combustion
RamJets (SCRAMjet)

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Introduction to High Speed

MAE 5540 - Propulsion Systems

• How Much Oxidizer?

X-43 airbreathing SCRAMjet engine

What happens to our Isp?

OK .. Lets loose the Oxidizer … and our Isp goes up by a factor

Do Not Need Oxidizer here

For a large portion of the Launch

Need Oxidizer here

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems Specific Impulse, sec.

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems (Credit Narayanan Komerath, Georgia Tech)

(Credit Narayanan Komerath, Georgia Tech) • Compression and

Step 1-2 Step 3 Step 4

MAE 5540 - Propulsion Systems

Region Process Ideal Behavior Real

1-2 (diffuser) Adiabatic P,T increase P0 drop

MAE 5540 - Propulsion Systems

• Net Work Available --> work perform by system in step 4

• Net heat input --> heat input during step 3 (combustion)

(Credit Narayanan Komerath, Georgia Tech)

Step 1-2 Step 3 Step 4

MAE 5540 - Propulsion Systems

Step 1-2 Step 3 Step 4

(Credit Narayanan Komerath, Georgia Tech)

Step 1-2 Step 3 Step 4

(C p air TC " C p products T )

(Credit Narayanan Komerath, Georgia Tech)

Step 1-2 Step 3 Step 4

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

# & #" T &% * T0 A = T0 B * =# & # &

MAE 5540 - Propulsion Systems

Step 1-2 Step 3 Step 4

# ) "1 ) "1 ) "1

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

i) As engine pressure ratio, PB/PA, goes up … η goes up

ii) As combustor temperature difference TC-TB

iii) As inlet total pressure ratio (P0B/P0A) goes down …

• Thrust is proportional to engine massflow

MAE 5540 - Propulsion Systems

• Take a Rocket motor and “lop the top off”

• Works Ok for subsonic, but for

• Result is a normal shock wave

• Huge Loss in Momentum

MAE 5540 - Propulsion Systems

Much weaker normal

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

MAE 5540 - Propulsion Systems

• θ is the geometric angle

• “Very Easy” numerical solution

$ # "1 2'$ # +1 2' 2

MAE 5540 - Propulsion Systems

& , ( M 1 sin " ) / )

MAE 5540 - Propulsion Systems

• Compute shock wave angle (weak)