JOURNAL OF PROPULSION AND POWER ‘Vol. 18, No. 1, January-February 2002 Integrated Design and Analysis of Intakes and Nozzles in Air-Breathing Engines ™M. Ferlauto,* F. Larocea,' and L, Zannetti* Politecnico di Torino, 10129 Turin, aly ‘A numerical technique is deserined forthe design and analysis of the low in ar intakes and nozzles. The design ‘concepts considered as aa integrated design ia which the rozales and intake are parts that enmmnicate withthe system as a whole. The unsteady Euler equations are numerically integrated using « time-dependent procedure and adopting a finite volume approximation. In analysis made, skple models simulate the components linking intake and nozzles that is, compressor, combustor, and turbine. The external flow, Intake, and nozzle flws are then computed simultaneously. In design mode, the procedure used to fit plume interfaces It used to solve an ‘additional inverse problem and o find the nozzle or intake) shape that matches a preseribed pressure distribution ‘the wall The procedure is explained through several numerical examples of increasing complexity. Nomenclature b(e.2), = lower and upper boundary curves ofthe e(e.1) computational domain p= specific heat at constant pressure B domain in (x, y)e R? ‘ (oval internal energy per unit of volume id ‘unit vectors EG fhux vectors total enthalpy per unit of volume reference length ‘Mach number = vector of source terms ‘pormal unit vector pressure total pressure reference total pressure beat per unit of mass total temperature zeference total temperature total temperature prescribed along che burner time ‘vector of conservative variables Cartesian velocity components Cartesian coordinates ratio of specific heats difference inlet ramp angle ‘boundary of D bbumer parameter density ratio of burner total temperatures ORAS * BEL: aon ae woes bi = burmerinlet "Received 22 Ap 2000: revision received 11 Decerber 2000; accepted {or publication 8 July 2001. Copyright © 2001 by the American Lnsiue of ‘Aeronautics and Astronaatcs, Ine. All rights reserved. Copies ofthis paper ‘may be made for perunal or internal uss, on condition tat the Capit Bay {he $10.09 per-copy See to tbe Copyright Clearance Center, In. 222 Row- ‘wood Drive, Denver, MA.01923; mclude the code 0748-46402 $10.00 in orespondence withthe CCC. *Rewearch Asecise, Diparimmento di Ingegnesia Aeronautica eSpaziale, Corse Dye degli Abrutzi 24; ferlaioGatherspolioit. Member ATAA, * assstant Professor, Diparimento di Ingegneria Aeronautica eSpazile, ‘Corso Duca degli Abruzi 24; laoeea@paio it *profersor, Diparimenm a Ingegneria Aeronautica © Spazale, Corso Duce degli Abnwzzl 24; zanneti@pelivo it Member ALAA. bo = burner outlet in = inlet ou = outlet ref = reference value w= wall co = feestream I. Introduction 'N design practice, an sir breathing engine is generally split ito ‘many subsystems, which are then studied separately. The links between each subsysiem consist of an appropriate boundary con- dition, pathered from design experience! and then updated through an iterative process based on direct analyses. The iterative process ‘continues until the design goals are reached. A critical point inthis procedure isthe design of nezales and air intakes, which represent the links betwoen the inner lowfleld of the engine and the external flow. Unlike other engine subsystems, the operative range of such ‘devices is too wide to be summarized by empirical correlations, and interferences with the external flow can lead to very eompiex Sow phenomena. ‘Nozzles and air intakes are very sensitive fo external flowfielé ‘meractions. For instance, in the afterbody region, the presence of flows with different thermodynamic propertics gives rite to shear layers that interact with cach other in ana priori unpredictable soe- ‘nario, Compressibilty effects are also of relevance, so that interfer ences with other flow discontinuities, either as shocks or expansion ‘waves, must be taken into account. “The sensitivity to the external airflow is even more pronounced for highly integrated engines, as in hypersonic propulsion,*? because ‘of the higher coupling between the propulsion system flow ield and the vehicle aerodynamics. The natural consequence of the factors mentioned carlier isan increase of installation drag, which in tum seduces the net thrust "Nevertheless, reasons such as performance enhancements, noite reduction, and minimization of operative cost, push designers ‘toward highly integrated propulsion systems, for which a more care: ful design of expansion and compression systems is required. In - cent years engine/aleframe integration has become a releyant design branch, in which numerical tools areextensively used o investigate design and affdesign operating conditions. ‘The present paper shows the feasibility of a one-shot numeri- ‘al procedure for the evaluation of the internal and extemal flows ‘past an entre air-breathing propulsion system. Some of the internal ‘components such as the compressor, combustor, and turbine can be modeled by black-box models, whereas the intemal init, fan and nozzles flows, and externl flows are computed simultaneously.FERLAUTO, LAROCCA, AND ZANNETT ~ ‘The presen formulation is designed as an economical tool with a ‘prudent use of computational resources. On one hand its intended 5 an academic demonstration of a procedure tha aims at more ambitious and realixc engine low simulations. On the other hand, ‘neanbe considered, atthe present stage, sa useful means to provide 4 fast estimate ofthe whole Row pasta propulsion system, ‘With such a guideline in mind, the flow has been assumed as inviscid and two dimensional or axisymmetric. The ivisid flow assumption allows the use of coarse grids, thus avoiding ihe need of fine grids for boundary sn mining layer resolution. The 1wo- dimensional or axisymmetric assumption obviously offers grid aav- ing, but the present inviscid formulation can be straightforwardly extended to a three-dimensional formulation, #8 can be infered from the three-dimensional version of the here adopted inverse procedure’ Moreover, as described in some deal in Sec. I the interface fining between different ows is consistent with the inviscid flow assumption and, besides high accuracy, guarantees forherredue- tion of the umber of grid points. Such model simplifications has allowed the numerical examples presented to be cirried out on a 300-Miiz Pentim personal computer ‘The extension to ree-dimensional viscous flow computations is nol direct implis grid refinement in the boundary and shear iay- ers and possibly adaptive wefierent in the mixing regions, where different flows interact. Nevertheless, the present formulation may provide a good estimate ofthe location of mixing layers forthe {7d definition of viscous computations, The spprosch proposed is 4 natural extension of classical design tls as inverse methods!” toa class of problems where flow discontinuities ané mutual inter- ferences play a major role in determining performances. Tn iverse problems, the designer prescribes some flow proper. ties and then solves them forthe wall geometry that salsfies the imposed flow features. Le us consider the design datum to be @ pressure distntution that has to be obtained along a sold boundary. ‘The problem is solved by replacing the seleced wall with a de- formable and impermeable surface, anil shape is assumed, and then design pressure and impermedbilty are imposed as boundary conditions. During the transient, the shape of sucha surface changes to accommodate the fowfiel, uni a steady state is reached, The same model canbe used to define the geometry ofthe Huidiserfaes, ‘which are material surfaces with the same pressure on ther sides. ‘The use of shock-capturing techniques ensures tha he interactions between the flow discontinuities are accounted for. Furthermore the flow around the complete engine can be consid- xed by adopting stapled models orblack-box systems io simulate Fig. 1 AGARD WGOS test-case 1, bout-tail wall pressure coeMctent: experimental data, E and numerical computations 1) Zanetti and (Onofti and 2) and 3) other Euler computations (see Ref. 14). ‘Working Group WG08 (Chairman, P. Sachet) on Experimental and Compatational Techniques for Aircraft Afierbodies." The results of the present method on test cases 1 and 7, proposed by AGARD, are shown in Ref. 15; their comparison with experimental and other numerical results is presentedn Ref, 14,in which they ae identified by identification aumber 1. Asan example, an AGARD' compar son between different results is presented in Fig 1. shows the wall pressure on the boat tal of AGARD test case | as computed using {he present technique (denoted by 1), together with experimental resus (denoted by squares) and two cther mimerical resus IV, Numerical Results ‘A. Design of» Dual Nozzie ‘The first example refers to the design of a two-dimensional dual ‘nozzle that takes the plane interactions into account. The final shape of the extemal nozzle is unknown, as are the shapes of the imterfaces fining the inner and outer flows, and both are determined accord- ing to the inverse procedure. The computational domain is divided {nto two regions: 1) the inter region, which represents an imemal flow bounded by the centerline, the inner nozzle contour, and the contact discontinuity, and 2) the outer region, bounded by the ex- temal nozzle walls, the contact discontinuity, and a free pressure ‘boundary. The inner nozzle has a half-angle equal to § deg, and the external one has 2 10-deg divergence angle. The inler Row is supersonic for both nozzles, but with different total conditions. We hhave prescribed total pressure p? ~ 1,0, otal temperature T° = 1.0, and Mach number M =2.0 at the inner-nozale inlet, and 7° =0.9, T°=10, and M = 1,8 have been imposed at the external-norzie inlet. The external pressure is p.,—0,07. Along the apper wall of the secondary nozzle, a design pressure distribution has been set according to Po = (Pe ~ Pos) in(x/1.5), 1S 0 is a constant. Whatever the value of the shape parameter 4, the otal enthalpy jump across the burner has to be @ af, 8G = ep(78, - 78) = ep hts — 1) o ‘The prescribed total temperature distribution 7,°(8) is enforced along the bumer by adding to the energy equation a source term. in the form B= elie - ITE) -—TE.H]a/an GH ‘which ensures thatthe correct amount of heat is added in time, ‘The inlet ramp angle is 4= 16.25 deg. In the two-dimensional ‘case, the inlet geometry is expected to give the shock-on-lip con- figuration at Mach number Mo = 2. The flowtield inside and around the ramjet is shown in Figs. 8 and 9. The evolution of some fuid- dynamic quantities are presented in Fig. 10. The data have been ‘extracied streamwise, along a central gridline.FERLAUTO,LAROCCA, AND ZAKNETT. B Aficranexternal compression through the ablique shock, » steady ‘normal shock wave is generated in the diffuse, and it ensures the ‘nevessary subsonic flow conditions at the burner inlet, The area ra- ‘Wo of the nozzle throat and bumer gives a sonic flow only when ‘the bumer is on. To test grid sensitivity, two computations were performed on different grids with 120 x 54 and 240 x 108 nodes. ‘The nodes in the y direction are distributed as follows: 33% to the inner flow and 66% to the outer low. As shown ia Fig, 11 n0 3 oy os] 25] aval 93 on | ° T 2 + ¢ x Fig. IL Diagram of pressore along the upper wall of the ramjet and atthe ld Interface: © grid 120 x $4 and 1, grid 240 x 108. ° + 2 + * a x Fig. 10. Ramjet model; evolution along the srearawive direction of ») Mach mumber,b) sate pressure, c) temperature, and d) foal temperature,3 [FERLAYTO, LAROCCA, AND ZANNETTE appreciable differences are observed, either inthe shock location oF inthe pressure values along the fuid interface (x > 2.5). V. Conclusions ‘A numerical technique to design air imake and nozzles, which {inherently takes into account the interaction with the extemal flow, das here been proposed. Coupling between the intake and the noz- les, by means ofa simplified model, has been also used 1 simulate ‘a complete air-breathing engine. The procedure introduces the con ‘cept of integrated design as the answer to actual requirements inthe design of highly integrated engine systems, where interference bo- tween subsystems and external airflow resut in a stronger coupling in the design constraints. Our modeling approach led to an inverse problem, solved in a time-dependent fashion. Several numerical ‘examples have also been presented to explain the most important aspects of the methodology. References ‘Goldsmith Land Sein, Practical ake Aerodynamic Design, Biggwel Selene, Boson, 193, 2 Mayer.D.W, and Paya. Causey Presta Diubancs! 7s. saspects of Engie/Aisfaane Ine gration” Proceedings ofthe Seventh Exropean Propulsion For, Pas. Face, Macc 1999. “usa, 1, "Eaavst Norzle System Design Considerations fr Tub ramjet Propulsion Systems Proceedings of he Ninh International Sole'y Jor ir Breathing Engines (SOADE) Confrence, Abas, Creee, 1983, Prediction of SupersoaieTolet Unstat PAA Jornal, VOL. 33, NO. 2. Pp. 256- pp, 354-160. $anneti, Land Larocea,F “Inverse Methods for 3D Interna) Flows,” AGARD, FDP.\on Kérmn Insc. 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