J. of Thermal Science Vol.11, No.

Numerical and Experimental Studies of 3D Hypersonic Inlet

Marat A. Goldfeid Roman V. Nestoulia

Institute of Theoretical and Applied Mechanics, 4/1, Institutskaya Str., Novosibirsk 630090, Russia.

The results of numerical and experimental studies of a new configuration of 3D hypersonic inlet with the
minimum throat area, which was called a convergent inlet, are presented in this paper. It is shown that the use of
this inlet configuration allows one to reduce the drag and thermal protection of surfaces of a hypersonic engine
within the entire range of flight velocities. The calculations were performed within the framework of inviscid gas
model by the method of finite volumes. The flow and inlet characteristics, taking account of viscosity, were also
calculated using the boundary layer equations. The experimental studies were performed within the Mach number
range from 2 to 10.7 and Reynolds number based on the model inlet height of Re=l-5xl06. The results included
the flow parameters on the external compression surface and in the inlet duct, the Mach number in the throat, the
air flow rate, the total pressure recovery coefficient, the inlet drag, and the boundary layer characteristics on
compression surfaces were determined, including the skin friction coefficients. These results are also compared
with the data for traditional 2D inlets.

Keywords: hypersonic inlet, convergent inlet, boundary layer.

Introduction studies of the possibility of design regime realization [4'51

Supersonic aviation makes now extensive use of
two-dimensional inlets with external compression: 2D
and axisymmetric inlets with a centerbody. The use of
these inlets at hypersonic speeds, however, is
problematic for a number of reasons t1'2~, in particular,
because the throat of 2D and axisymmetric inlets has the
form of a slot at hypersonic speeds, which hinders the
heat protection of compression surfaces. The inclination
of external compression surfaces of plane hypersonic
inlets is too large (up to 40°), which causes a high wave
drag within the Mach number range M=I - 2. These
drawbacks can be reduced by using 3D inlets t31. The
development of inlets in general and 3D inlets in
particular requires careful numerical and experimental
investigations within a wide range of parameters for off-
design Mach numbers.
Three-dimensional configurations of hypersonic
inlets with external or internal-external compression are
considered. These configurations were built from flows
of smaller dimension. The first attempts of this kind
were made in late 60 s and early 70s t4-61. The main
attention was paid to experimental and theoretical
Received 2002
These inlets are still of interest now [71.
The inlets of this type (called convergent inlets
(CAI) [81) comprise three-dimensional configurations
built from supersonic flows converging toward the
symmetry axis, in particular, compression flows in
conical funnels (inverse Laval nozzle). The term
"convergence" can be used for configurations build
from plane flows that have a minimum area of the throat
cross-section close to a circle. Based on axisymmetric
convergent flows, it is possible to build inlets of various
three-dimensional configurations, for example, with
different shapes of the external compression section
(shovel), with a swept nose, and other variable
geometric parameters that simplify the integration of the
airframe and the inlet in the flying vehicle system [91. An
example of a convergent inlet integrated with a flying
vehicle is shown in Fig. 1.
Available information on the studies of hypersonic
convergent inlets testifies that experimental data are
scarce and scattered. The possibility of design flow
regime realization can be considered proven now tS] , but
the data on flow parameters on external compression
surfaces and upstream of the inlet duct entrance in
Marat A. Goldfeld et al. Numerical and Experimental Studies of 3D Hypersonic Inlet
Nomenclature
M Mach number
P pressure
Re Reynolds number
x, y, z Cartesian coordinates
A area
b, H0 width and height of the intake
-h =hlHo relative height of the strut in the channel
-fi =PIP~ relative static pressure
Ok angle of compression surface decline
O1 starting angle of the wall decline
Fig.1 The integrated vehicle configuration
design and off-design regimes, as well as the knowledge
of the boundary layer state in these conditions, are very
limited. The question about the theoretical
determination of flow parameters in flight regimes with
the Mach number smaller or larger than the design value
is still open. In this case, a complex spatial flow is
formed on the compression surface under the conditions
of interaction with the boundary layer.
The objectives of the conducted numerical and
experimental studies were: (a) to determine the inviscid
flow parameters in a 3D inlet; (b) to determine the inlet
starting conditions and the flow structure at the
combustion chamber entrance; (c) to develop and verify
the method for calculating the 3D flow around a CAI in
design and off-design regimes; (d) to determine the inlet
characteristics, including the throttling characteristics;
(e) to measure the characteristics of a three-dimensional
boundary layer on the surface of external compression
and to determine its effect on the inlet starting; (f) to
verify the calculation method and to compare the results
for the CAI and 2D inlets, including the boundary layer.
For real configurations, 70 ° or 90 ° sector of an
internal axisymmetric flow is usually used. The scheme
of the external compression surface is shown in Fig.2(a).
A specific feature of building a CAI is that the leading
edge of the cowl lip is located slightly lower (by
approximately 0.1 R) than the centerline. In the design
199
h height of the flat intake
l length of the compression surface
R0 compression surface radius at x=0
F flow rate coefficient
v = Ptth/Pt~ total pressure recovery coefficient
x =x/l, y =y/l relative coordinates
Subscripts
oo nonperturbed mainstream
t total parameters
ent, ex parameters in the channel entrance and exit
th parameters in the throat
regime, the bow shock wave and compression waves are
focused on the leading edge of the cowl lip. This allows
one to avoid the appearance of a singularity near the
centerline, which is typical of internal axisymmetric
flows. The conducted experimental studies confirmed
the efficiency of this idea.
Y l~ ,
~ (a) Convergentinlet, Ox- syroxnetryaxis
r,L. - \ A,
I - xl b
0o) 2D inlet
Fig.2 Convergent and 2D inlets
The surface of external compression consists of an
initial internal cone (AC) and a contour with an
additional curvature for increasing the flow compression
(CD). The contour was calculated by the method of
characteristics [91.
An equivalent 2D inlet was developed to compare
the performance of CAI and 2D inlets in the design
regime (Fig.2(b)). Both inlets had a design Mach
number equal to 8 and the same total angle of flow
turning 0k=20 ° for an equal entrance area Ao. Such an
inlet is equivalent in the sense of geometry. To ensure
an equivalent flow compression and Mach number at
the duct, the 2D inlet should have the total angle of flow
turning equal to 29.2 ° . In this case, both inlets have an
equal level of geometric compression A = Ao]Fth=16.
The advantage of the CAI in flow compression for
an equal angle of flow turning on the external
compression surface is illustrated in Fig.3. This
advantage becomes much more pronounced as the Mach
number increases.
200
P/P~ ,
I 3D convergent, 0k=20°
80-
60-
/
/ /
40-
20-
( 2D,
0 2 4 6
Fig.3 Compression pressure ratio of inlets
An important characteristic of hypersonic inlet is
the compactness of the duct entrance surfaces. A
decrease of these areas is associated with the problem of
cooling of the most heat-loaded walls of the engine. The
measure of compactness is a coefficient that shows by
how many times the duct cross-section perimeter is
greater than the perimeter of a circle with equal area. A
comparison of the compactness coefficient for inlets
under consideration demonstrates a substantial
advantage of CAI (Fig.4). It should be also noted that
the value of A2D/AaD changes only slightly when the
geometric configuration of the inlet cross-section is
changed. These advantages can be determining in
choosing the inlet for hypersonic propulsion.
3.0
f
2.0
f
1.0 iiifllllrlllllllll,
0 40 80
Fig.4 Relative area of surface throat of 3D inlets
For an equal level of pressure increase, a
convergent inlet has a smaller inclination angle of the
external compression surface. A decrease of this angle
for CAI with different initial angle of the compression
surface can be quite significant (5 ° for M~=2 up to 16 o
for M.o=10). For the case under study, this angle was
9.2 °.
Experimental Studies
To obtain reliabIe experimental data, two inlet
Journal of Thermal Science, Vol.11, No.3, 2002
, /. models were developed. The model of convergent inlet
had a convergent section of external compression (see
/ Fig.2(a)), an internal compression section, and an
internal duct with tapered cross-section (Fig.5).
A-A
2ooj
1 665
8 10 M**
Fig.5 Convergent intake
1-central body 2-static pressure probes 3-cowl
4, 5-sidewall 6-sting 7-metal mesh
8-nozzle 9-total pressure rake
The model of equivalent 2D inlet had a three-shock
section of external compression, a moderate level of
internal compression, and a rectangular duct (Fig.6).
The model throat was a slot with the sides ratio of 1:15.
A-___~A
~ 1 ^ 3 4 5 6 7 8
2094 F~h=ll'2 S --~
/ 7 .........
9'
Fig.6 Two-dimensional intake
1,2-sidewaU 3-centralbody 4-cowl
5-sting 6-metal mesh 7-nozzle
8-total pressure rake 9-static pressure probes
Both models had a discretely controlled throat, a
flowmeter duct, and a throttling device for measuring
the air flow rate and the throttling characteristic. It was
possible to test the models with the side walls and
without them. The side walls of the CAI had
longitudinal slots to ensure the inlet starting in off-
design regimes. The models were mounted in the wind
tunnel on a tail sting. Simultaneously, it was possible to
place them on the wind tunnel wall to simulate a thick
boundary layer upstream of the inlet if it is located
under the aircraft fuselage.
Marat A. Goldfeld et al. Numerical and Experimental Studies of 3D Hypersonic Inlet 201

The quantities measured in the course of the tests M e t h o d of Calculation

were (1) the static pressure distributions on the
compression surfaces, (2) the total and static pressures The algorithm of 3D flow calculation is based on
behind the throat, (3) the total and static pressures at the
the solution of 3D unsteady Euler equations by the
exit of the sonic flowmeter nozzle, and (4) the air flow
finite-volume method Ial]. The flow in the computational
rate.
domain was assumed to be supersonic. The body
From the results of measured total pressure behind
surface was defined as a set of cross-sections with
the throat (in the subsonic diffuser) and the air flow rate,
the throttling characteristics were determined, i.e., the X=const. The calculations in cross-sections X=const
were performed on a structured grid of dimension NxL,
function v(t) and the dependence of the total pressure
recovery and flow rate coefficients on the Mach number. where N is the number of points on the body surface and
Using the latter dependence, an additional drag of the L is the number of computational layers between the
inlet was calculated, which arose due to the decrease in body surface and the external boundary of the
air flow rate in off-design regimes of inlet operation. computational domain.
In all experiments the flow around the model In calculating the inlet, an accurate calculation of
entrance was visualized. For the 2D model, the schlieren the bow shock wave position is very important. The
pictures of the flow in the throat and diffuser were also errors in determining the position and shape of the bow
taken through the glasses in the side walls. The oil-film shock wave in off-design regimes lead to the error in
visualization of the limiting streamlines on external and calculating the flow rate coefficient of the inlet. When
internal surfaces of the model was also performed. the marching scheme is used for calculations, the initial
To determine the boundary layer characteristics on data on the left boundary at X--0, the flow parameters on
compression surfaces of the inlets we used a the body surface correspond to the free stream
microtraversing gear with a step of 0.05 nun in the Y parameters, and only after several marching cross-
direction and 0.5 mm in the X direction. The boundary sections exact values are obtained. Because of that, the
layer velocity profiles, the integral characteristics and bow shock wave does not originate at the leading edge
the skin friction coefficient were determined from the of the body, but arises at a certain distance downstream
measured Pitot pressure profiles. of the leading edge.
The tests were performed in a blowdown wind To prevent the shift of the initial point of the bow
tunnel for Mach numbers 2 ~ 6 and angles of attack - shock wave, it is suggested in this paper that the initial
4 ° ~ 5 ° and in a hot-shot wind tunnel (running time 120 data on leading edges of the body should be the flow
ms) for Mach numbers 5 ~ 10.7. The test conditions parameters behind a plane shock wave (or expansion fan)
are shown in Table 1. based on the local normal to the body and the direction
of the free stream velocity vector. To eliminate the
Table 1
discontinuity in initial data near the corner point of the
Parameters leading edge, the flow parameters were determined from
Mach P**xl0-1, Tt, ] Re1xl0 "6, the conditions behind an oblique shock wave or behind
(Pa) (K) (I/m) an expansion fan with a certain angle ft. The
Wind tunnel T-313 corresponding angles were calculated by means of
1.75 3040 283 19.9 interpolation of the angles of the oblique shock wave or
2 2365 282 25.9 expansion fan on the leeward and windward body
2.5 1545 282 28.4
surfaces in the vicinity of the corner point. The flow
3 1120 285 34.5
conicity was assumed near the corner point of the
4 690 286 59.6
5 128 395 14.3 leading edge in the course of stabilization of the
6 47 445 8.6 solution with time. For thus prescribed initial data, the
Hot-shot wind tunnel IT-302M bow shock wave in the design regime was focused on
6 2490 1295 73 the inlet cowl, which corresponds to the physical flow
6* 2400 1372 60 pattern.
8 379 1860 15.5 It is known that the choice of the computational grid
10.7" 60 1900 0.7 significantly affects the calculation accuracy. One of the
* - runs with pressure multiplicator methods of increasing the accuracy and efficiency of
numerical studies is the adaptation of the computational
A standard measurement complex of wind tunnels grid to the solution. In order to reveal the specific
was used in the tests. The measured parameters were features of the solution, the calculations were performed
directly transferred to a computer in a real-time scale on an adapted grid. The following algorithm of grid
with their subsequent processing and analysis. adaptation to the solution was used. At the first stage,
202 Journal of Thermal Science, Vol. 11, No.3, 2002

the problem of the flow around the body was solved on the end of the compression surface the shock wave
an almost uniform grid until the solution became shape changes, and for M>__6the concave shape of the
completely stable. In constructing the computational wave remains along the entire compression surface.
grid, the external boundary of the computational domain This is caused by a significant decrease of flow spillage
was found on the basis of approximate determination of as the Mach number increases.
the bow shock wave shape. Based on the solution
obtained at the first stage, the grid was reconstructed in
each cross-section X=const by moving the grid layers
using the method described in [~21which allows one to
track the gradients of the controlling function. After that,
the previously obtained solution was re-interpolated to
the new grid. Then the computation was repeated. The
static pressure was used in the computations as a
controlling function.
The proposed algorithm and numerical grid are
verified using a finite-width wedge as an example. This
configuration is used as an external compression surface
in 2D inlets. Extensive experimental data available for
the flow around a finite-width wedge allow an
appropriate verification of numerical algorithms. As an
example, the calculation of a wedge with an angle of
15°, half-width b=0.35 and length /--1 for the Mach M.=6

number 2.5 is presented. Such an example is chosen as

the most complicated case from the viewpoint of 3D
effect. A great number of test calculations were
performed, and a good agreement of numerical and
experimental data was obtained, including a correct
determination of shock wave shapes and positions. This
makes it possible to state that this algorithm is
applicable to the calculation of 3D compression flows.
This numerical algorithm was used to calculate the flow
parameters and the characteristics of the convergent
inlet. The specific features of the external compression
surface of such an inlet is its essential three-
dimensionality, the presence of an extended contracting
section of external compression, and the symmetry axis
position outside the flow field.
The convergent inlet whose sketch is shown in
Fig.l(a) was calculated in the design and off-design
regimes within the Mach range from 2 to 8.
Fig.7 Static pressure field in cross
sections of convergent inlet
The effectiveness of convergent compression is
illustrated by the pressure distribution along the model
for various Mach numbers (Fig.8). As the Mach number
increases, the compression also increases, especially for
X >0.7. The data for Mach number 2 show that the
effect of 3D compression is insignificant, and the
external compression of a convergent inlet is close to a
2D flow. This occurs because of intensive spillage
through the lateral faces as the pressure increases
downstream and the width of the compression surface
simultaneously decreases. Obviously, this decrease in
pressure is favorable from the viewpoint of drag
reduction at transonic and low supersonic flight speeds.
m

Results and Discussion • experiment

-- caiculatlons M..-~6
15

A typical structure of a 3D flow around the external

compression surface of a convergent inlet is shown in 10
Fig. 7.
It is seen that, downstream from the leading edge,
the shock wave changes the shape: it is concave in the 5
IIBB BN
beginning of the flow and becomes convex at the end.
This is a consequence of a combination of the processes
I I I I I I I I I
of shock wave formation by the leading edge, intense 0,0 0.2 0,4 0.6 0.8 X
streamwise compression, and lateral spillage. The shape
of the shock wave near the leading edge remains Fig.8 Static pressure distributions on the convergent
concave within the entire range of Mach numbers. At inlet surface in the symmetry plane
Marat A. Goldfeld et al. Numerical and Experimental Studies of 3D Hypersonic Inlet 203

The lateral spillage determined a decrease of static Boundary Layer

pressure toward the side edges (Fig.9). This decrease
becomes more substantial as the Mach number A specific feature of convergent compression flow
decreases. This Mach number effect is caused by a is that the boundary layer on the compression surface
decrease of the convergent compression surface width converges toward the symmetry plane. This increases
and the corresponding increase of lateral spillage. An the boundary layer thickness ahead of the inlet duct
important feature of convergent compression flow is a entrance and can change the effective contour of the
substantial non-uniformity of the flow field along the body. Thus, systematic measurements of the boundary
normal to the surface (Fig.10), and it increases as the layer on the external compression surface were
Mach number increases. This feature of the flow is performed for Mach numbers from 2 to 6.
explained by the properties of convergent flow, since A detailed measurement of velocity profiles
the maximum compression is achieved near the allowed us to obtain the integral characteristics of the
supposed axis of symmetry of internal compression boundary layer and determine its structure and specific
flow. features of its evolution. It was shown, in particular, that
The data presented in Figs.8~ 10 demonstrate a a flow without turbulent boundary layer separation is
good agreement between numerical and experimental always formed. At the same time, a downstream
results and confirm a possibility of using the proposed increase in the boundary layer velocity profile fullness
numerical method within the framework of Euler was noted. The velocity profile that develops under the
equations for determining the inlet performance in off- conditions of a large adverse pressure gradient can be
design regimes. described within the framework of the classical "wall-
wake" law over the entire boundary layer thickness:
P
U+=(l/k)lny++B+H/k. However, the choice of the
• experiment
-- calculadons
parameters of this formula (/7, k) significantly depends
on the conditions of boundary layer evolution [12'14] and
6 ~"~'i~X= I
on the degree of its kinematic non-uniformity.
An important feature for inlets is the variation of the
4 • •
X=0.8l boundary layer characteristics along the inlet up to the
duct entrance plane. It was established that the boundary
• X=0.58
layer thickness and momentum thickness increases
2 ~----------t~ • downstream more than twice over the length X= 0.3 -
X=0.41 1.0 (Fig.1 l(a), (b)).
M_=4 A comparison with the data for 2D isentropic
0 J t i t I t compression reveals that the boundary layer becomes
0.05 0.05 0.10 Z thicker because of its convergence toward the symmetry
plane of the model. The boundary layer characteristics
Fig.9 Static pressure distributions on the surface were calculated by the Kutateladze-Leontiev method [15].
This integral method has been verified on a wide class
of problems, including high pressure gradients, heat
transfer, injection, roughness, etc. The conducted
calculations show (Fig.ll(b)) that the theoretical value
of momentum thickness is in good agreement with
i " " expe%72] experimental data. The results obtained allow one to
correct the external compression surface to ensure the
required flow rate and inlet starting. Besides, the
method used allows the prediction of boundary layer
separation based on the changes in the velocity profile
and skin friction under the action of adverse pressure
gradient. The skin friction measurements along
i M~= 4 i compression surface shows (Fig.12) that friction
iL=~ I i I ~1 I I coefficient slowly increases and for X ~ . 6 becomes
0 2 4 6 p approximately constant up to inlet entrance.
Received data shows that skin friction increases not
Fig.10 Static pressure distribution more than 40% and high favorable pressure gradient
in the convergent inlet don't lead to strong skin friction decrease (which is
:204 Journal of Thermal Science, Vol.11, No.3, 2002

/
r 8"*
he, h~

f
2 0.08 0.02

0.04 I I I I I I 0,01 I I I I I t
2 4 6 M. 2 4 6 M,

(a) (b)
0 I I I I I I I
0.2 0.4 0.6 0.8 Fig.13 Boundary layer characteristics
in the convergent inlet entrance
(a)
The comparative tests of the convergent inlet model
in the blowdown wind tunnel showed that the boundary
layer separation from the external compression surface
occurred at low Reynolds numbers and Math numbers 5
and 6. With higher Reynolds numbers achieved in the
hot-shot wind tunnel, a non-separated flow is formed
and the inlet starting is ensured.

• experiment ] Integral Characteristics

-- integral method talc.
• 2D inlet
One of the main advantages of convergent inlets is a
I I I I I I I I
i

possibility of obtaining a higher degree of compression

0.2 0.4 0.6 0.8
in comparison with traditional 2D inlets. As an example,
Co) Fig.14 shows the convergent inlet compression as
conditions at the scramjet combustor.
Fig.U Integral characteristics of boundary layer for
convergent inlet (Mz=4, Re1=50X 106 l/m)

| ---41- 2D inlet / M..=6

1.2

1.0

• I I I

0.8 I I I I
0.2 0.4 0.6
Fig.12 Skin friction coefficient
(M~-=4,Re1=50X 106 l/m)
inherent for separation ready flows). The relative
boundary layer thickness and the displacement thickness
at the duct entrance increase as the Mach number
increases while the momentum thickness decreases
(Fig.13(a), (b)). It is seen that the boundary layer
thickness can reach 40% of the duct height, whereas the
displacement thickness is no more than 10%. This
difference is caused by a large fullness of the near-wall
portion of the boundary layer velocity profile.
I I I I
0 20 40 60 X, mm
0.8 X
Fig.14 Static pressure distribution in the inlet channel
It is seen that rather high degrees of compression
can be obtained, especially for the Mach number 6. The
corresponding Math number at the inlet entrance is
shown in Fig.15.
Obviously, a supersonic flow in the inlet entrance
can be realized for Mach numbers larger than 3, if
special measures are not taken to ensure a subsonic flow
in the combustor. The velocity (Mach number) profiles
measured at the combustor entrance demonstrate a large
non-uniformity which increases as the Mach number
decreases. This is explained by boundary layer
Marat A. Goldfeld et al. Numerical and Experimental Studies of 3D Hypersonic Inlet 205

separation ahead of the entrance and in the inlet duct.

f
V
The equalization of pressure and velocity fields was
achieved by the boundary layer bleeding through the 0.8 0.8"
slots in the side walls. This approach to boundary layer
control was found to be effective for a convergent inlet, 0.6- 0.6-

in contrast to a 2D inlet.
0.4- 0.4-

Mon 0.2- 0.2-

0 l i I i l I I 0 I l l l l l l
2 4 6 M, 2 4 6 M.

Fig.17 Total pressure recovery and

mass flow rate coefficients
0 conv. inlet without sidewalls (Mdesign=6)
[] 2D inlet with side walls (Md~i~=6)
A convergent inlet with side walls (M~ig~=6)
• convergent inlet with side walls (Mdesign=8)
I I I I I I I I

2 3 4 5 M. We mentioned above a possibility of wave drag

Fig. 15 Mach number in the inlet entrance
A large increasing of the pressure in the inlet
channel can be explained by the deceleration to
subsonic velocity. It is confirmed by the inlet channel
exit Mach numbers near cowl and central body
(Fig.16). These Mach number remains subsonic in the
whole range of mainstream velocity, and only at free
stream Mach number M=6 the velocity approaches the
sonic speed.
reduction in off-design regimes at low flow rate
coefficients, but with equal levels of external
compression, mainly due to the decrease of the external
compression surface area in the high-pressure region. A
comparison of the wave drag of convergent and 2D
inlets with an equal angle of flow turning (0~=20°) and
equal compression level (0~=29.2 °) show that more than
a two-fold reduction of wave drag can be achieved
within the entire range of Mach numbers (Fig.18). A
significant decrease of the heat flux level in a
convergent compression flow can also be expected.

M Cx convergent inie~
2D inlet, 0~=20° I
0.9- 2D inlet, ek=29°~

0.15
0.8-

0.7-
0.10
0.6-

0.5 I I I I I I 1 I I I I I
2 3 4 5 6 M. 0.05 I I I I I I
2 4 6 M,,
Fig. 16 Mach number in the exit of inlet channel
Fig.18 Inlets wave drag

The level of total pressure recovery and flow rate
coefficients for a convergent inlet are presented in
Fig.17(a), (b). They are compared here with the data for
2D inlets. It is seen that the total pressure recovery
coefficient was smaller than in the MIL - 500 standard,
but a high level of pressure recovery was achieved for
high Mach numbers M.,2>4. The flow rate coefficients
for convergent and 2D inlets almost coincide within the
entire Mach number range.
Inlet Starting
For high pressure gradients, a specific contracting
shape of the external compression surface gives rise to
the problem of inlet starting for Mach numbers smaller
than the design value even in the absence of internal
compression. It was found that for Mach numbers M**_~<3
the convergent inlet with the side walls could not be
started even in the absence of internal compression.
206
The normal shock wave could be observed on the
external compression surface upstream of the duct
entrance (Fig.19). It was caused by the non-starting of a
semi-bounded contracting duct. The stand-off distance
of the normal shock wave from the duct entrance
increases as the Mach number decreases. An effective
method of inlet starting is the removal of the side walls.
However, this leads to a smaller level of external
compression, and the convergent inlet characteristics
become closer to the 2D inlet performance. It was found
that the reason for inlet non-starting is the boundary
layer thickening and its separation. Thus, the boundary
layer bleeding was performed through longitudinal slots
in the side wails upstream of the duct entrance (X'__._0.7).
Their effectiveness is caused by a moderate width of the
external compression surface. As a result of this
modification, the inlet was started within the entire
range of Mach numbers without substantial reduction of
compression level. The conducted studies confirmed the
possibility of effective control of the convergent inlet by
means of moving the side walls or changing the shape
and size of the slots made in these walls. This type of
control is impossible for traditional 2D inlets.
Simultaneously, this control allows one to reduce the
pressure non-uniformity in the inlet duct and at the
combustor entrance.
Fig.19 Schlieren visualization for
convergent inlet for M.=4
Conclusion
The conducted complex study of a 3D inlet allows
the following conclusions to be made.
1. A significantly higher level of compression is
achieved in a convergent inlet, as compared with a
2D inlet.
Journal of Thermal Science, Vol.11, No.3, 2002
2. The use of convergent inlet allows one to reduce
the inlet drag at transonic speeds.
3. A decrease of the area of the duct surfaces ensures
the heat protection of the inlet and combustor.
4. An effective control of convergent inlet is achieved
by changing the shape and size of slots in the side
walls or by moving the side walls.
5. Based on the solution of 3D Euler and boundary
layer equations, it is possible to obtain a reliable
prediction of the inlet performance in off-design
regimes and determine the flow structure.
6. The hot-shot wind tunnel is an effective facility for
inlet testing at high Reynolds numbers within the
Mach number range from 5 to 16.
References
[1] Becker, J V. New Approaches to Hypersonic
Aircraft. JCAS Paper, 1970, (16)
[2] Weinder, S P. Propulsion Air Frame Integration
Considerations for High Altitude Hypersonic Vehicles.
AIAA Paper 1980 - 0111, 1980
[3] Goldfeld, M A. Experimental Study of 3-D Inlets
for High Supersonic Flight Vehicles. The ICMAR ITAM,
5-94, 1994
[4] Molder, S, Szpiro, E J. The Busemann Inlet for
Hypersonic Speeds. J. Spacecraft Rockets, 1303-1, 1966
[5] Gutov, B I, Zatoloka, V V. Convergent Inlet Diffusers
with the Initial Shock and Additional Extemal
Compression. Aerophis. Issledovania, ITAM SD USSR
AS Novosibirsk, 1973, (2)
[6] Trexel, C A. Iniet Performance of the Integrated Langley
Scramjet Module (Mach 2.3 to 7.6). AIAA Paper, 75-
1212, 1975
[7] Billig, F S, Kothari, A P. Streamline Tracing Technique
for Designing Hypersonic Vehicle. In: Proc. of the 13~
International Symposium on Air Breathing Engines.
Chatanooga, Tennessee, USA, 1997, 2
[8] Gutov, B I, Zatoloka, V V. Design and Experimental
Investigations of the Convergent Inlet Configuration with
3D Flow Combinations. Preprint ITAM SD USSR AS,
1983, 30--83
[9] Schepanovsky, A V, Gutov, B I. Gasdynamical Design
of Supersonic Inlets. Novosibirsk: Nauka, 1993
[10]Goldfeld, M A, Lisenkov, I G. Investigation of
Compressible Turbulent Boundary Layer at Large
Adverse Pressure Gradient. Separated Flows and Jets
IUTAM Symposium, Novosibirsk, USSR, Springer-
Verlag, 1990
[11] Shashkin, A P, Volkov, V F. The One Numerical Scheme
for Inviscous Flows. Zadachi Obtecania Tel
Prostranstvermoi Configuratsii, Novosibirsk, 1978
(continued on page 219)