Unit -1

Ramjet Engine
Ramjet is a type of engine that was first proposed in 1913, and it operates by compressing incoming air
through geometric modifications. One of the major limitations of this engine is that it cannot develop
static thrust, which means that the vehicle must be accelerated by other means before the Ramjet can
start operating. Additionally, Ramjets perform poorly at low speeds and require a booster to accelerate
to the speeds at which they can produce thrust.

However, Ramjets also offers some advantages over other types of engines. For example, they can attain
very high speeds, up to Mach 5, without moving parts, resulting in less wear and tear and fewer losses.
They also have a smaller engine size than turbine-based engines, which makes them lighter and simpler.
Additionally, Ramjets can employ higher temperatures, which can lead to increased efficiency.

Despite these advantages, there are also some significant drawbacks to using Ramjets. They require a
booster to reach the speeds at which they can operate, which can increase fuel consumption and limit
their maximum operating altitude. Additionally, Ramjets require high-temperature materials, which can
be expensive and difficult to manufacture.

The ramjet engine as described earlier is composed of three modules (the same as the pulsejet engine),
namely, an intake or diffuser, a combustion chamber, and a nozzle

The first part of diffusion takes place from the far upstream, state (a), to the engine entrance, state (1).
The second part of diffusion takes place inside the engine, from state (1) to state (2), where state (2) is at
the end of the diffusion section. Thus, the first module of the engine, the diffuser, is located between
states (1) and (2). Air then enters the combustion chamber at subsonic speeds. This is achieved either as
a normal shock wave or as multiple oblique shock waves followed by a normal shock wave. Fuel is next
injected as fine droplets, which mix rapidly with the mixture and are then ignited by a spark. The mixture
then passes through a flame holder at state (3) to stabilize the flame and facilitate a good combustion
process.
The end of the combustion chamber is identified by state (4). Thus, the second module of
the engine, combustion chamber, is located between states (2) and (4). Expansion starts at the
convergent section between state (4) and the nozzle throat, state (5). The nozzle then has a diverging
section that ends at state (6). Sometimes state (6) is denoted by (e) resembling the exhaust or exit
condition. Thus, the nozzle is situated between states (4) and (6). The nozzle is shaped to accelerate the
flow so that the exit velocity is greater than the free-stream velocity, and thus thrust is created.

Performance and cycle Analysis of Ideal Ramjet engine

Let's begin with the ideal cycle. As we examine the above TS diagram, we can observe that the total
pressure remains constant throughout the cycle. This means that P0a is equal to P02, which is equal to
P04 and P06. Since there is no work or heat addition or rejection taking place in the intake and nozzle, we
can apply the first law of thermodynamics.

As a result, we can conclude that T0A is equal to T02 and T04 is equal to T06. Additionally, we assume that
the nozzle is unchoked and that the hot gases expand fully within the nozzle to the ambient pressure.
Therefore, we have pa = p6 = pexit.

Now, we can proceed to write down all the total and stagnation conditions between 6 and the exit.

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

 Similarly,

(γa, γ6) are the specific heat ratios for air and exhaust gases, respectively. If we ignore the variations in
fluid properties, (R, γ), then the equation becomes:

so we can arrive at the relation at that so can get Me is Ma. ue

Me = Ma
ue ua
=
𝑎𝑒 𝑎

So, if you assume 𝛾 𝑎𝑛𝑑 𝑅 to be constant within the engine then u exit would be

now we can replace the temperature so we can get this is T04/T0A * u which is equivalent to T04/T02
* u.

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

Now we can find out the fuel-air ratio in the burner or the combustion chamber so there will
use the energy balance equation which is

where 𝑄𝑅 is the heating value or calorific value of fuel but what we have T02 is T0a so we will get

Now for constant 𝛾 𝑎𝑛𝑑 𝑅 the value of f can be written as

Now we get the thrust force now thrust now since the nozzle is fully expanded so that is pe is
pa so what we can get is that

Now we can use another relationship which is

so the Specific thrust can be expressed by substituting the abobe ue/u value

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

The T.S.F.C will be.

Performance and Cycle Analysis of Real/ Actual Ramjet Engine:

The above equation can be rewritten in the form equating to 1

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

Similarly at the exit of the nozzle we have

So, the above equation can be written in terms of Mach number Me

So, the above equation is

𝛾
2 𝑝06 𝛾−1
M2e= [ 1*( ) ]
𝛾−1 𝑝6

Let us define the dimensionless quantity (m) then we can write

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

if 𝑟𝑑, 𝑟𝑐 , 𝑟𝑛 is =1
and p = pa
then we get,

the heat if heat transfer from the engine is assumed negligible then the exhaust total temperature
T06 would be T04 and what we can get is that

Exit velocity we get,

So now what we can write by substituting Me value from in above ue equation we get.

Now we can find out the fuel-air ratio in the burner or the combustion chamber so there will
use the energy balance equation which is

where 𝑄𝑅 is the heating value or calorific value of fuel but what we have T02 is T0a so we will get

Now for constant 𝛾 𝑎𝑛𝑑 𝑅 the value of f can be written as

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT

Advance Propulsion (18AE62) Mallappa Jabade, Asst, Professor, A.E, NMIT