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International Journal
of Recent Scientific
International Journal of Recent Scientific Research Research
Vol. 6, Issue, 4, pp.3391-3403, April, 2015
ISSN: 0976-3031
RESEARCH ARTICLE
COMPUTATIONAL ANALYSIS OF SCRAMJET INLET
Murugesan S1, Dilip A Shah2 and Nirmalkumar D3
123Department of Aeronautical Engineering, Hindustan Institute of Technology and Science, Chennai,
India

ARTICLE INFO ABSTRACT

Article History: Scramjet inlets are the most vital component of the engine and their design having more effective on the
Received 2nd, March, 2015 overall performance of the engine. Thus, the forward capture shape of the engine inlet should conform to
Received in revised form 10th, the vehicle body shape. A 2-D computational study for scramjet inlet with different ramp length and
March, 2015 angles are studied to compress the air by blunted and sharp leading edge, moving the whole cowl up and
Accepted 4th, April, 2015 down, deflecting the cowl lip and axisymmetric inlet with sharp and blunted leading edge. These
Published online 28th, geometric changes have produced a numerous shocks in inlet and remarkable influence on the flow in
April, 2015 several aspects. However, the performance of these inlets tends to degrade as higher Mach number to
lower Mach number. These inlets consisting of various ramps producing oblique shocks followed by a
Key words: cowl shock is chosen in order to increase air mass capture and reduce spillage in scramjet inlets at Mach
Ramps, cowl, oblique shock and numbers below the design value. An impinging shock may force the boundary layer to separate from the
axisymmetric inlet wall, resulting in total pressure recovery losses and a reduction of the inlet efficiency. Design an inlet to
meet the requirements such as Low stagnation pressure loss, High static pressure and temperature gain and
deceleration of flow to a desired value of Mach number. Fixed geometry inlets can be used only over a
relatively narrow range of Mach number while one method to improve this performance is to use variable-
geometry inlets which can be used over a wide range of Mach number with reasonably good pressure
recovery. A two dimensional analysis is carried out in this project. CATIA is used to create the model.
GAMBIT is used to create the mesh. FLUENT is used to cover the flow analysis.

Copyright © Jamal, Abu-Hussain., This is an open-access article distributed under the terms of the Creative Commons Attribution
License, which permits unrestricted use, distribution and reproduction in any medium, provided the original work is properly cited.

INTRODUCTION different scramjet inlet geometries. The salient geometrical

parameters which are varied are; inlet ramp angle and length,
A supersonic combustion ramjet (scramjet) is a variant of a cowl lip angle, leading edge and axisymmetric inlet.
ramjet air-breathingcombustion jet engine. (Ref 1) The
definition of a ramjet engine is first necessary, as a scramjet The main Objective of the project is to study the shock and
engine is a direct descendant of a ramjet engine. Ramjet shock interaction on the scramjet inlet. To study the inlets
engines have no moving parts, instead operating on performance accordingly with respect to pressure and velocity
compression to slow freest ream supersonic air to subsonic contours. To study the pressure disturbance of the inlet models
speeds, thereby increasing temperature and pressure, and then with and without the cowl lip deflection. Optimizing the
combusting the compressed air with fuel. Lastly, a nozzle performance of the inlet is to operate over a range of Mach
accelerates the exhaust to supersonic speeds, resulting in thrust. numbers.
Due to the deceleration of the freest ream air, the pressure,
temperature and density of the flow entering the burner are The 2-D computation of turbulent flow is obtained by
“considerably higher than in the freest ream”. At flight Mach implementing high Reynolds number k-omega compressible
numbers of around Mach 6, these increases make it inefficient turbulent formulation. The boundary and initial conditions are
to continue to slow the flow to subsonic speeds. Thus, if the carefully selected to the free stream conditions that pertain to a
flow is no longer slowed to subsonic speeds, but rather only cruise altitude of 25km. the simulations were performed for
slowed to acceptable supersonic speeds, the ramjet is then three free stream Mach number 5 and 8. Thus from the
termed a ‘supersonic combustion ramjet,’ resulting in the obtained result, comparative studies of performance parameters
acronym scramjet. are carried out by parameterising geometrical variables and free
stream Mach number.
To study the inlet performance by evaluating multiple standard
parameters. This study involves comparison of performance It is necessary to simulate the inlet design to obtain the
parameters for scramjet inlet which are evaluated as a result of appropriate inlet performance. Computational Fluid Dynamics
FEM computation of 2-D turbulent flow field around six (CFD) is used to study flight simulations in both steady and un-

*Corresponding author: Murugesan S

Department of Aeronautical Engineering, Hindustan Institute of Technology and Science, Chennai, India
 Murugesan S et al., Computational Analysis Of Scramjet Inlet

steady flow. A time-averaged, viscous, 2 Dimensional, CFD place. Also to provide required amount of air to engine
scheme used to computeaero-thermo dynamic quantities ensuring a stable flow and to keep the total pressure loss
including boundary layereffects. A variety of turbulent models minimum. In hypersonic case inlets are often called as Inlet
available ranging from one to three equations transport models. diffusers. Here the compression is performed by shocks both
Obliqueshock waves, expansion waves and shock wave external and internal to the engine, and the angle of the external
interactions are mainly considered. Accuracy of the solution is cowl relative to the freestream can be made very small to
dependent on many parameters like size of thecontrol volume, minimize external drag. These inlets are typically longer than
orientation of boundaries, discretizationand its order of external compression configurations, but also spill flow when
accuracy. operated below the design Mach number. Depending on the
amount of internal compression, however, mixed compression
Scramjet Inlet inlets may need variable geometry in order to start.

Scramjet inlet is to converts the K.E of the air flow into a static Shock Wave
pressure rise that helps in deceleration of flow at lower speeds.
This deceleration takes place as the flow passes through a A shock is a discontinuity in a supersonic flow fluid. Fluid
series of oblique shocks that are formed due to the presence of crossing a stationery shock front rises suddenly and irreversibly
ramps in the inlet, also called as staged compression. (Ref 3) in pressure and decreases in velocity. It also changes its
Hence the design of an inlet must be done carefully so as to direction. Except when passing through a shock that is
meet the requirements given below. perpendicular to the approaching flow direction. Such plane
normal shocks are easiest to analyze. We are not going to go in
 Low stagnation pressure loss detail about the normal shocks as the presence of oblique
 High static pressure gain shocks is applicable for our project. (Ref 5)
 Deceleration of flow to a desired value of Mach number.
 Achievement of these requirements becomes essential Normal Shock
so as to make this concept a reality. These requirements
can be achieved by understanding the following A fundamental type of shock wave is the normal shock wave.
concepts of inlet design. The shock wave normal to the flow direction. If the shock wave
is perpendicular to the flow direction called normal shock
The internal inlet compression provides the final compression wave. After normal shock the flow will be subsonic whether
of the propulsion cycle. The fore body along with the internal the upstream of the flow is supersonic.
inlet is designed to provide the required masscapture and
aerodynamic contraction ratio at maximum inlet efficiency.
The air in the captured stream tube undergoes a reduction in
Mach number with an attendant increase in pressure and
temperature as it passes through the system of shock waves in
the fore body and internal inlet. It typically contains non-
uniformities, due to oblique reflecting shockwaves, which can
influence the combustion process. A scramjet air induction
phenomenon includes vehicle bow shock and isentropic turning
Mach waves, shock boundary layer interaction, non-uniform
flow conditions, and three-dimensional effects.

Figure 2Normal shock formations

Oblique Shock

An oblique shock wave, unlike a normal shock is inclined with

respect to the incident upstream flow direction .It will occur
when a supersonic flow encounter a corner that effectively
Figure1Summary of Important Forebody and Internal Inlet Physics turns the flow into itself and compress. The upstream
streamlines are uniformly deflected after the shock wave. The
The design of this type of critical inlet component alters the most common way to produce oblique an oblique shock wave
overall performance of the engine. The major purpose of the air is to place a wedge into supersonic compressible flow. Similar
inlet is to compress the supersonic flow into subsonic flow and to normal shock wave the oblique shock wave consists of a
to diffuse the condition such that proper combustion takes very thin region across which nearly discontinuous changes in
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the thermodynamic properties of a gas occur. While the

upstream and downstream flow direction is unchanged across a
normal shock, they are difficult for flow across an oblique
shock wave. For a given Mach number M1 and corner angle Ɵ,
oblique shock angle β, downstream Mach number M2 can be
calculated . M2 is always less than M1 .Unlike after a normal
shock M2 can be still be supersonic or subsonic. Weak
solutions are often observed in flow geometric open to
atmosphere. Strong solution may be observed in confined
geometric. Strong solution is required when the flow need to
match the downstream high pressure condition. Discontinuous
changes also occur in pressure, density and temperature which Figure 4Design mode
all rise download of the oblique shock waves.

Figure 5Flight Mach number higher than design one

Figure 3Oblique shock formations

If a plane shock is inclined at an angle to the flow, the fluid

passing through suffers not only a sudden rise in pressure and
decrease in speed but also a sudden Change of direction. Figure 6 Flight Mach number lower than design one

Inlet Operating Condition Modelling Of Scramjet Inlet In Catia

Usually scramjet diffusers are unregulated and designing for a Geometry creation in CATIA is done with the required
certain Mach number called design Mach number. (Ref 6) commands from the geometry creation tool pad. The geometry
Diffuser should prove required compression and mass flow creation tool pad contains specification of scramjet inlet with
satisfying the conditions about minimum of total pressure leading edge, ramps, ramp angle and length, cowl deflection
losses, Safety and stability of operation. and contraction ratio (CR). To design a six models of scramjet
inlet with different specifications.
In the traditional scramjet diffuser system of a number of
oblique shocks is realizing. It operates in design mode when A. Create Of Inlet Geometry
oblique shocks hit the engine cowl (Fig 4). Altering the flight
Mach number oblique shocks deviate from the engine cowl and The inlet to be optimized in this paper comprises six models,
two different situations can be observed (Fig 5,6).
 Rounded and sharp leading edge with three ramps and
In the first case when the flight Mach number higher than the without deflection.
design one oblique shocks deviates inside diffuser (Fig 5)  Four Ramped Inlet model with deflection.
forming intensive reflected shock. In the second case shocks  Two Ramped Inlet model with deflection.
deviates outside the diffuser (Fig 6). In the first case reflected  Axisymmetric Inlet model with rounded and sharp
shock/boundary layer interaction causes flow detach, leading edge.
stagnation zone and high heat loads of engine. Flow with
higher temperature but without such detaches/reattachment The internal geometry is represented by five parameters: the
zones are more preferable. High heat loads always appears near leading-edge, ramp lengths, ramp angle, ramp angle
the front engine cowl edge but usually it cooling. Appearance increments, and exit radius. For rounded leading edge the inlet
of unaccounted “hot spot” on the engine cowl may be radius is fixed at 0.6mm to ensure constant mass flow entry,
catastrophic. Cooling tasks will not be touched upon but one which effectively makes one of the ramp parameters dependent
way of heat loads decrease suggested in air inlet. on the others for a given value of the combustor radius. Also
fixed is the leading edge nose-tip radius 0.6mm in order to

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focus on the influence of ramp geometries by freezing the

entropy layer effect originating from the leading edge. For
axisymmetric inlets are two models are sharp and rounded
leading edge with three ramps different angles. These
assumptions, in effect, leave these parameters as design
variables, or decision variables for optimisation.

Scramjet inlet first design model (fig 7) with blunted leading

edge with the radius of 0.6 mm, three ramps and without cowl
lip deflection this value are clearly explain in the table 1.

Figure 9 Four Ramped Inlet model with deflection

Table 3 Scramjet inlet 2 Specification

Leading edge Sharp
No.of ramps four
Ramp angles (degree) 5.5,7.55,9.05,12.5
Ramps length (mm) 212,113,106,44
Cowl angle (degree) 12.5
Cowl lip length (mm) 44
Throat area (mm) 60

Fourth inlet design model (fig 10) with sharp leading edge, two
ramps and with cowl lip deflection this value is clearly
explained in the table 4
Figure 7Rounded leading edge with three ramps and without deflection

Table 1 Scramjet inlet 1 Specification

Leading edge Rounded
No.of ramps Three
Ramp angles 5.5˚,10.8˚,14.1˚
Ramps length (mm) 75,69,35
Cowl angle 0˚
Throat area (mm) 35

Scramjet inlet second design model (fig 8) with sharp leading

edge, three ramps and without cowl lip deflection this value is Figure 10 Two Ramped Inlet model with deflection
clearly explained in the table 2. Table 4Scramjet inlet 4 Specification
Leading edge Sharp
No.of ramps two
Ramp angles (degree) 9,20.5
Ramps length (mm) 300,150
Cowl angle (degree) 10
Cowl lip length(mm) 20
Throat area (mm) 20.066

Fifth model of axisymmetric inlet (fig 11) with blunted leading

edge, three ramps and this value is clearly explained in the
table 5

Figure 8 Four Ramped Inlet model with deflection

Table2Scramjet inlet 2 Specification

Leading edge sharp
No.of ramps Three
Ramp angles 5.5˚,10.8˚,14.1˚
Ramps length (mm) 75,69,35
Cowl angle 0˚
Throat area (mm) 35

Third inlet design model (fig 9) with sharp leading edge, four
ramps and with cowl lip deflection of 10 degree and this value Figure 11 Axisymmetric Inlet model with rounded leading edge
is clearly explained in the table 3

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Table 5Scramjet inlet 5 Specification  The meshing schemes include the elements and the types.
Quadrilateral can be used as the elements. The meshing
Leading edge Rounded type pave are used.
Inlet type Axisymmetric
No.of ramps three  Similar to the edge meshing the grading schemes, mesh
Ramp angles (deg) 5,10.6,13.6 node spacing can also be specified for face meshing.
Ramps length (mm) 75,69,39
Throat area (mm) 30
Sixth model of axisymmetric inlet (fig 12) with sharp leading edge,
three ramps and this value is clearly explained in the table 6

Figure 13 Rectangle domain created around model

Figure 12 Axisymmetric Inlet model with sharp leading edge

Table 6 Scramjet inlet 6 Specification

Leading edge sharp
Inlet type Axisymmetric
No.of ramps three
Ramp angles (deg) 5.5,10.8,14.1 Figure 14 Rectangle domain created around axisymmetric inlet
Ramps length (mm) 95,75,40
Throat area (mm) 30

Grid Generation In Gambit

Meshing creation in gambit is done with the help of required

commands from the meshing creation tool pad. The meshing
creation tool pad contains command buttons that allows
performing operations which include creating edge meshing,
face meshing and boundary conditions. For the numerical
study, inlet geometry parameters such as inlet ramps angles,
length, number of ramps, cowl deflection and contraction ratio Figure 15Rounded Leading edge separations
are varied. Axisymmetric inlets with sharp and rounded leading
edge also meshing with rectangle domain can be create in this
Chapter

A.Computational Domain

The 2D modeling scheme was adopted in GAMBIT. The

structured grids were generated using ANSYS Gambit meshing
tool.
Figure 16sharp Leading edge separations
 Meshing can be done in forms namely edge meshing, face
meshing.
 Meshed edge, faces can be copied, moved, linked or
disconnected from one another.
 Structured grid cells are used for entire domain. Cells are
clustered at the region.
 Grading schemes includes successive ratio. Double sided
grading also can be performed. The interval count can be
specified for the starting mesh based on the model. In face
or 2D meshing the following parameters can be specified.
Meshing schemes mesh node spacing and face meshing
options.
Figure 17 Two Ramped Inlet model without deflection

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Table 7 Boundary conditions for all models

Name Type
Outlet Pressure outlet
Upper boundary Wall
Lower boundary Wall
Mode 1 Wall
Mode 2 Wall
Fluid Air

The grid for the scramjet inlet 2D models generated using the
software GAMBIT and the other specification discussed. Grid
Figure 18 Mesh of scramjet inlet independence study results in formation of fine grids to
obtained desired results. Separated domains was selected based
on several iterations were chosen. The initialize boundary
condition for all the scramjet inlet models is given been chosen.

RESULTS AND ANALYSIS

Two dimensional simulations of the flow field using FLUENT
are to be made. Computations validated through a simulation of
hypersonic inlet at desired Mach number. Boundary conditions
and properties of the model defined as reference to the
literature.
Figure 19 Axisymmetric Inlet model with rounded leading edge
A. Analysis of scramjet inlet in fluent
Table 8 Inlet Boundary Conditions for Mach 5
Parameter values
Mach number 5
Reference temperature 221.65
Turbulent Viscosity 0.01
Turbulent Ratio 10

Model 1:Rounded leading edge with three ramps and without

deflection
Figure 20 Mesh of axisymmetric scramjet inlet

The grid independence test is done which involves

transforming the generated physical model into a mesh with
number of node points depending on the fineness of the mesh.
The various flow properties were evaluated at these node
points.

The extent of accuracy of result depended to a great extent on

the fact that how fine the physical domain was meshed. After a
particular refining limit the results changes no more. At this
point it is said that grid independence is achieved. The results
obtained for this mesh is considered to be the best. This mesh Figure 21 Pressure Contour
formation was done with GAMBIT

B. Boundary conditions

For two dimensional computations over the model a structured

grid consists of quadrilateral calls are made. The overall
rectangular domain is made of several iterations were chosen
for all models. Inlet exit was the part of the outlet boundary
face whereas the model base was situated on the boundary
which was assigned as wall boundary. The grid generation
scheme is quad/tri type cells of volume meshing. Grid with
approximately 30000 cells is made for every inlet models. The
initialize boundary condition for all the scramjet inlet models
after the meshing can be done. Figure 22Density Contour

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Model 3:Four Ramped Inlet model with deflection

Figure 23 Mach Contour Figure 27 Pressure Contour

Mode 2:Sharp leading edge with three ramps and without

deflection

Figure 28 Density Contour

Figure 24 Pressure Contour

Figure 29 Mach Contour

Model 4: Two Ramped Inlet model with deflection

Figure 25 Density Contour

Figure 30 Pressure Contour

Figure 26 Mach Contour Figure 31 Density Contour

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Figure 37 Density Contour

Figure 32 Mach Contour

Model 5: Axisymmetric Inlet model with rounded leading

edge

Figure 38Mach Contour

For Mach number 8
Figure 33 Pressure Contour
This is analysis carried out for Mach number 8 for all the
scramjet inlet models. Table 7.2 gives the boundary condition.
Table 9 Inlet Boundary Conditions for Mach 8
parameter values
Mach number 8
Reference temperature 226.5 k
Turbulent Viscosity 0.01
Turbulent Ratio 10
Altitude 30 km
Model 1: Rounded leading edge with three ramps and without
Figure 34 Density Contour deflection

Figure 35 Mach Contour

Figure 39 Pressure Contour
Model 6: Axisymmetric Inlet model with sharp leading edge

Figure 36 Pressure Contour Figure 40 Density Contour

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Figure 41 Mach Contour

Model 2:Sharp leading edge with three ramps and without Figure 46 Density Contour
deflection

Figure 42 Pressure Contour Figure 47 Mach Contour

Model 4: Two Ramped Inlet model with deflection

Figure 43 Density Contour

Figure 48 Pressure Contour

Figure 44 Mach Contour

Model 3:Four Ramped Inlet model with deflection

Figure 45 Pressure Contour Figure 49 Density Contour

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Model 6:Axisymmetric Inlet model with sharp leading edge

Figure 54 Pressure Contour

Figure 50 Mach Contour

Model 5:Axisymmetric Inlet model with rounded leading edge

Figure 55 Density Contour

Figure 51 Pressure Contour

Figure 56 Mach Contour

RESULTS AND DISSCUSION

The simulation contours obeys the flow pattern which analysed
here as plots to compare the performance of the models with
respect these designs. Here, is to compare the standard
parameters such as Pressure, density and Mach number
between the model 1&2, 3&4, 5&6 in two Mach numbers.
Figure 52 Density Contour
For Mach Number 5
40000
35000 model 1
pressure (pascal)

30000 model 2
25000
20000
15000
10000
5000
0
0 0.1 0.2 0.3 0.4
position (m)

Figure 53 Mach Contour Graph 1 pressure difference between model 1&2

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0.25 70000
model 1 60000

pressure (pascal)
0.2 model 5
density (Kg/m3)

model 2 50000
model 6
0.15 40000
0.1 30000
20000
0.05
10000
0 0
0.35 0.36 0.37 0.38 0.39 0.2565 0.257 0.2575 0.258 0.2585
position (m) position (m)
Graph7pressure differences between model 5&6
Graph2Density difference between model 1&2
5 0.24

model 5
mach number

density (Kg/m3)
0.19
3 model 6
0.14
2
model 1
1 0.09
model 2
0
0.04
0.355 0.36 0.365 0.37 0.375 0.38 0.385
0.2567 0.2572 0.2577 0.2582 0.2587 0.2592 0.2597
position (m)
position (m)
Graph3Mach number between model 1&2
Graph8 Density difference between model 5&6
2500000
5
pressure (pascal)

2000000 model 3
4 model 5
mach number
1500000 model 4
model 6
1000000 3
500000 2
0
1
0.9 0.95 1 1.05 1.1
0
position (m) 0.25 0.35 0.45 0.55

Graph4Pressure difference between model 3&4 position (m)

11 Graph9 Mach number between model 5&6

model 3
density (Kg/m3)

9
model 4 And finally concluded from above comparison graphs of all the
7 scramjet inlet model given below
5
3 Model 1&2 – Sharp leading edge (model 2) gives higher
1 performance than the blunted leading edge (model 1).
-1 Model 3&4 – Four ramped inlet (model 3) gives greater
0.88 0.9 0.92 0.94 0.96 0.98 performance than the two ramped inlet model (model 4)
position (m) Model 5&6 – But in blunted leading edge (model 5) gives
better performance when compared to sharp leading edge
Graph5 Density difference between model 3&4 (model 6) axisymmetric inlet models
5
4.5 For Mach Number 8
4 model 3
14000
mach number

3.5 model 4
3 12000 model 1
2.5
pressure (pascal)

2 10000 model 2
1.5 8000
1
0.5 6000
0
4000
0 0.5 1 1.5
2000
position (m) 0
0 0.1 0.2 0.3 0.4
Graph6Mach number between model 3&4 position (m)
Graph10Pressure between model 1&2

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0.06
0.05 20000
density (Kg/m3)

Pressure (pascal)
0.04 model 1 model 5
15000
0.03 model 2 model 6
10000
0.02
0.01 5000
0 0
0.2 0.25 0.3 0.35 0.3 0.35 0.4 0.45
position (m)
position (m)
Graph16 Pressure between model 5&6
Graph11Density betweenmodels 1&2
10 0.06
model 5

density (Kg/m3)
mach number

8
0.04 model 6
6
4 0.02
model 1
2
model 2
0
0
0.3 0.35 0.4 0.45
0.36 0.365 0.37 0.375 0.38 0.385 0.39 position (m)
position (m) Graph17Density between model 5&6
8
Graph12Mach number between model 1&2
7
150000 mach number 6
pressure (pascal)

model 3
model 4 5 model 5
100000
4
model 6
3
50000
2
0 300 350 400 450 500 550 600
position (mm)
800 850 900 950 1000
Graph18Mach number between model 5&6
position (mm)
Graph13 Pressure between model 3&4
0.3
And finally concluded from above comparison graphs of all the
density (Kg/m3)

0.2 model 3 scramjet inlet model given below

model 4 Model 1&2 – Blunted (model 1) and sharp leading edge (model
0.1
2) are almost same values in standard parameters.
0 Model 3&4 –But two ramped inlet model (model 4) gives
0.6 0.7 0.8 0.9 1 1.1 1.2 better results when compared to four ramped model.
position (m) Model 5&6 – But blunted leading edge (model 5) gives better
Graph14Density between model 3&4 higher performance when compared to sharp leading edge
10 (model 6) axisymmetric inlet models
mach number

model 3 CONCLUSION
5 model 4
The purpose of this paper was to determine which model is best
0
when comparing to other models with two Mach number.
Hence, a Scramjet engine was then modeled in GAMBIT and
400 600 800 1000 analysis was carried out in FLUENT for the same with
position (mm)
Graph15Mach number between model 3&4
different design models.

Table 10 maximum values of various models

Model 1 2 3 4 5 6
Static pressure(pa) 12979.64 33985.88 2272689 83145.63 61942.8 31581.39
Density(kg/m3) 0.1175706 0.2179502 10.19968 0.4261046 0.1941202 0.1897528
Static temperature (k) 1261.69 1403.429 1337.236 1315.088 1317.955 1257.355
Table 11 maximum values of various models
Model 1 2 3 4 5 6
Static pressure(pa) 12690.87 12650.36 53676.96 130485.1 66405.25 52168.04
Density(kg/m3) 0.0723200 0.0849673 0.105547 0.2890632 0.1036289 0.2324728
Static temperature(k) 3241.732 3094.486 3095.757 3057.646 3243.61 2846.257

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Amongst all designs, a design with four ramps yielded better 5. Engineering and Engineering Mechanics, The
results than the other designs. By this Analysis we can University of Texas at Austin,210 E. 24th St. WRW
conclude the “K-omega turbulence model exactly simulates the 305A, Austin, Texas, 78712,
flow field characteristics in supersonic and hypersonic 6. Experimental And Computational Investigation Of A
conditions” in capturing shocks at leading edges. The result Dynamic Starting Method For Supersonic/Hypersonic
obtained in the present study and its analysis is applicable only Inlets, Ryan Throckmorton1 and Joseph A. Schetz2
to a similar or a congruent geometry to the geometry that has ,Virginia Tech, Blacksburg, VA, 24061-0203, USA
been proposed in this work. Thus the vital performance 7. Numerical Computations For Designing A Scramjet
parameters obtained from the FEM numerical simulation are Intake, M. Krause, B. Reinartz, J. Ballmann,
compared and analysed by parameterizing various inlet ramp Department of Mechanics, RWTH Aachen University
contour, Mach number and cowl angle at hypersonic limits. 8. Performance Analysis Of Variable-Geometry Scramjet
Table below Approximate values of maximum increase of Inlets Using A Low-Order Model, Derek J. Dalle, Sean
parameters inMach 5 and 8 from contour M. Torrezy, and James F. Driscollz,University of
Michigan, Ann Arbor, MI 48109
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How to cite this article:
Isolator, HeeseokKoo, Department of Aerospace
Murugesan S et al., Computational Analysis Of Scramjet Inlet. International Journal of Recent Scientific Research Vol. 6,
Issue, 4, pp.3391-3403, April, 2015

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