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A Scoping Study for Hypersonic Transport Propulsion Systems

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A Scoping Study for Hypersonic Transport Propulsion Systems E AMEICA SOCIEY O MECAICA EGIEES 2G40 4 E. 4 St., Yr, .Y. 00 h St hlt nt b rpnbl fr ttnt Of pnn dvnd n ppr r n d- n t tn f th St r f It vn r Stn r prntd n t pbltn n prntd nl If th ppr pblhd n n ASME rnl pr r vlbl fr ASME fr fftn nth ttr th tn rntd n USA Copyright © 1992 by ASME A Spn Std fr prn rnprt rpln St Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A032/2401615/v002t02a032-92-gt-409.pdf by guest on 02 October 2021 SIMIO C. KUO, AY . OEAC nd GEOGE CAMAGE rtt Whtn—GES W l h A. AAA nd . UAMUA K v Indtr C td Kb pn Y. WAAAE Ihj-r v Indtr C td pn . AOKI Mtbh v Indtr C td pn ASAC IOUCIO Hypersonic aircraft and their propulsion systems are The need for hypersonic aircraft arises from the desire exposed to severe aerothermal environments which require a to shorten the length of travel time for Pacific Rim, system approach to create innovative designs able to respond Trans-Atlantic, and Europe-Asia flights which can require to the environmental challenges. This paper describes a up to 12 or 14 hours of subsonic flight. Mach 5 hypersonic preliminary study used to scope the technical challenges and flight would reduce the block time of these long flights to less identify the necessary development plans for the aircraft than 3 hours. As discussed in Reference 1. hypersonic flight propulsion system. Presented here are the interim results of is possible using a turboramjet propulsion system; but as this scoping study for a turboramjet conceptual design explained in Reference 2. the turbojet must be protected from conducted by UTC, Pratt & Whitney. This study is the first of the ram air stagnation temperature at Mach 5 speeds. four phases in a 6 year program on Hypersonic Transport References 3. and 4. conclude that aircraft inlet, Ramjet (HYTRAM) system R&D sponsored by NEDO, as an turbojet, ramjet and nozzle integration is a complex process integral part of the Japanese National Project on and that this integration becomes more important as flight "Super/Hypersonic Transport Propulsion Systems (HYPR)". speed increases. This type of large, high speed aircraft, as Various turboramjet configurations were evaluated pointed out in Reference 5., raises concern for atmospheric and two attractive candidates, a co-axial and a split flow pollution, noise and the problem of fitting into the existing configuration, were selected. Performance analyses were world airport infrastructure. conducted for these two by incorporating the subsystem Past approaches using airbreathing propulsion engine performance data provided by the Japanese companies (IHI for supersonic flight include existing commercial and on the turbofan and MI on the inlet and nozzle). military applications. The most well known applications are Pre-conceptual mechanical design sketches were prepared to the commercial Mach 2 Concorde and the military Mach 3+ provide some elementary definitions of the co-axial and the SR-71 Blackbird. There are also several Turboramjet split flow turboramjet to assist in selecting a baseline programs such as the Lockheed Mach 5 Penetrator, the configuration. Candidate materials including composites for General Dynamics Mach 5 INCAAPS, The Boeing Mach 4-6 the major subsystems were selected, using metals for Interceptor/Reconnaissance Aircraft, and the Mach 5+ near-term applications and including ceramics for far-term NASA Himate. applications. Using the above results from this scoping study, the co-axial configuration was selected as the baseline Previous manned supersonic aircraft such as the because of its higher Figure of Merit estimated from its Concorde and the SR-71 are limited to Mach 3+. However, performance, mechanical design characteristics and the a hypersonic aircraft equipped with the HYTRAM engines technical challenge it presented. will fly at Mach 5 which will encounter a much more hostile rntd t th Intrntnl G rbn nd Arnn Cnr nd Exptn Cln Grn n 1- 199 environment. These propulsion systems, therefore, require Details of a typical flight shown in Figure 2 can be careful assessments of the operating conditions and used in designing the propulsion system and aircraft. The incorporate innovative approaches to the design of the cruise portion shown is for a Mach 5 aircraft speed at an propulsion engine with adequate cooling and minimum altitude of 27 Kilometers. The figure also shows that a fuel environmental effect. reserve of 5% has been included as well as a subsonic cruise This paper presents the interim results of a one-year leg flying at Mach 0.9 at an altitude of 9.0 kilometers plus a preliminary Ramjet Conceptual Design Scoping Study to 30-minute hold at 4.5 kilometers. ensure that the technological requirements are put in perspective so that a clear program direction and specific technical tasks could be established. The relative performance and mechanical complexity Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A032/2401615/v002t02a032-92-gt-409.pdf by guest on 02 October 2021 of several Mach 5 methane fueled turboramjets were examined. Pre-conceptual designs were conducted for a co-axial and a split flow configuration to identify the thermal, mechanical, and structural requirements of a Mach 5 propulsion system. A baseline turboramjet cycle configuration was then selected jointly with other HYPR contractors; this preliminary conceptual design configuration is a co-axial arrangement where the ramduct surrounds the turbofan and valving is used to direct the airflow into either the ramjet or the turbofan or both. FIG. 2 TYPICAL FLIGHT PROFILE/RESERVE The turboramjet propulsion performance has been REQUIREMENTS calculated to define the operation of the engine throughout its required flight regime. The baseline preliminary design Depletion of the high atmosphere ozone layer has analysis was conducted to determine materials and inlet and become an issue of critical importance. Figure 3 presents nozzle integration requirements and to define a thermal ozone concentration as a function of altitude and shows a management scheme. maximum at about 20 km. Pollution by NOx emissions of the Environmental protection from noise and air ozone layer through combustion of hydrocarbon fuels, such pollution must be seriously considered. Solutions such as as methane (CH4), is thought to aggravate the depletion and large engines with low exhaust speed will benefit noise and since this transport cruises at 27 km, it will pass into these holding combustion temperatures to less than stoichiometric layers where NOx emissions control must be considered. will benefit Nox formation. These and other options will be considered as the study progresses. SAOSEIC OOE EIO SY O: EMISSIOS Finally, using information generated by the study, the critical technologies required to develop this turboramjet 42000 OSUAE CAAI WIC MCAISM O + 3 O + 02 6000 •• O+ O engine concept to practical operation have been identified. + (E 0000 HYPERSONIC TRANSPORT CHARACTERISTICS — Mh .0 24000 Md, 4.0 — Mh .2 Hypersonic transport characteristics have benefits p — Mh 2.4 and drawbacks on the intended mission. The advantage of — Mh 2.0 hypersonic trips to various popular destinations can be seen 2020 Sbn flt in Figure 1; a conventional flight, over the longest market 60006000 routes, of 12 hours could be reduced to 3 hours using a Mach 5 transport. 0.2 0.4 Cnntrtn (M, FIG. 3 OZONE CONCENTRATION VERSUS ALTITUDE TURBORAMJET CONFIGURATION ALTERNATIVES Twelve configurations using various combinations of inlet, turbofan engine, ram duct, ramjet burner and exhaust nozzle options were evaluated. The best co-axial flow and the best split flow turboramjet configurations were identified as candidates for the baseline selection. Efforts to select initial turboramjet configurations for study began by FIG.! TYPICAL CITY PAIRS & ESTIMATED BLOCK grouping the five components to form 12 candidate TIME REDUCTIONS - MACH 5.0 CRUISE configurations thought to be possible and workable. These 2 TABLE 1. ASSUMPTIONS FOR PERFORMANCE configurations included variations of all the turboramjet EVALUATION subsystem options discussed above. The selections were made using combinations of components thought to be • r thn fl (C fl htn vl = 95 j/ workable. The 12 selections were judged using 23 • Gptntl lttd considerations and ranking each accordingly. From these 12 • US tndrd tphr 197 t btn bnt ndtn turboramjet configurations, the best co-axial flow and the • Inlt ttl ndtn lltd bd n dbt best split flow configuration were chosen for performance nd ntrp pr evaluations. • MI nlt ttl prr r rvr bl Mh 137 MI-E57 bv Mh 137 • Enn nlt rfl hdl dfnd b II (trb Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1992/78941/V002T02A032/2401615/v002t02a032-92-gt-409.pdf by guest on 02 October 2021 fn d nd KEII (rjt d Figure 4 shows the co-axial turboramjet • MI nzzl ntrnl prfrn (trbfn (Cv=97 configuration and Figure 5 shows the split flow turboramjet rjt Cv=95 configuration chosen for further evaluation. The co-axial • tr bld r hrpr xtrtn turboramjet is shown in both the turbomachinery only (top) and the ramjet (bottom) modes of operation. The ramjet Table 2 shows the operating Mach number ranges for burner is located downstream of the turbofan and is used to both selected configurations and shows where each augment the turbofan flow during dual, i.e., combined component operates. The turbofan operates in the low Mach turbofan/ramjet operation. A common 2D nozzle is used for number range, both the turbofan and the ramjet (noted as both the turbofan and ramjet. In the split flow configuration dual) operate in the mid Mach number range, and the ramjet the ramjet is separated from the dry (non-augmented) alone will be used for propulsion in high Mach number flight.
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