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[13613019]
Irvan Hakim F.
[13613025]
Muhammad Fazlur R
[13613039]
M. Rafiqi Sitompul
[13613057]
Introduction
Aircraft which is flying at supersonic speed or above the speed of sound has
a lot of problems for engineers. One of the problems faced is the design of Intake.
The Intake is a duct before the inlet of compressor. Because of the combustion
process occurs quite well at subsonic velocity air flow. Therefore, the incoming air
flow in Combustion Engines are required to become subsonic. To meet these
requirements, the flow must be slowed from supersonic to less than Mach 1.
In this project, the author assumes that ideally the flow enters the divergent
nozzle at the front of the engine intake should be about M = 0,8. The high number
Mach is reduced in divergent nozzle for the special needs of the machine. In this
project the author will design some design Intake for Mach numbers between M =
3,1 and M = 3,5. The final design is expected to be able to slow down the flow into
M = 0.8 and also have the highest Pressure Recovery.
The aircraft engine requires a supply of uniform hogt total pressure recovery
air for good performance. It also related to total pressure loss which effects to the
engine thrust and consequently the fuel consumption. Thefore it is important to
maximaze the total pressure recovery at the inlet of engine. The total pressure
recovery is noted as ratio of the total pressure of the airflow before entering the
compressor to the freestream.
Adiabatic
No slip wall
first
OSW
inlet
theta
beta
mach number
3.3
Secont
Third
Fourth
fifth
Normal
OSW
OSW
OSW
OSW
Shock
10
10
10
10
8
25.46
29.4 34.3885
41.31 49.9651
2.7468
2.2995
1.9077
1.5537
1.2692
0.8
Beta angle is calculated by doing iteration for known theta. The relation between
theta, beta and mach number for OSW is noted below
We have to know the Mach number behind the oblique shock wave (M2) for the
next stage oblique calculation. M2 can be determined by the formula :
To calculate the total pressure ratio, we need to know the ratio of temperature. With
isentropic assumption we can determine the total pressure. To get the temperature ratio
we have to calculate the density property of air flow.
Density ratio :
854919
= 0.8364
1022180
( 1)21 + 2
221 ( 1)
(+1)2 4 1 (sin( ))2 4(2 1 (sin( ))2 1)(2 1 (sin( ))2 +1)
tan =
; = 1,2,3, , 1,
= 4 [(+1)2 1] [(+1)2 + 1] ;
Thus,
2 =
2 1
B = 26.67264491;
(+1)2 1 (sin )2
= [(1)2
1 (sin
]1 [22
)2 +2
(+1)
1 (sin
= [(1)2
(+1)
]1 [22
+2
]1
(1)
=
=1
=+1
]1
)2 (1)
Figure design 1
Figure design 2
Figure design 1
Figure design 2
2. 3D Modelling
Extrude 2D sketch
Figure design 1
Figure design 1
Figure design 2
3. ANSYS Simulation
Import geometry that has been created using CATIA to ANSYS in igs. Format
Figure design 1
Create and define sections/parts such as inlet, outlet, farfield and wall.
Figure design 1
Figure design 2
Repair geometry
Figure design 1
Figure design 2
Meshing Steps
Figure design 1
Figure design 2
Figure design 1
Figure design 2
Input ti CFX, then input Boundary Condition, Domain and Initial Condition.
Figure design 1
Figure design 1
Figure design 1
The result :
TP awal
M2
1362560
1.127735
sebelum
normal
Tp2
900350.6
mach akhir
0.8966
takhir/t2
1.078
Tp akhir
898730
p0akhir/p02
0.9982
IPR
0.659589
Table : result design 2
Failed Result
Analysis
To design an external air intake, as possible as Oblique Shock Wave hit
the cowl in order OSW not reflected in the internal intake. In the design, first sought
smallest theta and successively enlarged so that the total pressure loss can be
minimized. It happens because the total pressure before the first oblique so is high
so that the pressure loss is also high. In designing intake, as much as possible using
small angle because in addition to avoid the total pressure loss is high it can also
avoid detached-shock.
Boundary layer effects caused by the walls of the intake was not overly
affect the angle beta and theta. This is evident from the results of CFD analysis has
been done, the result is the same as the analytical results that we did. As for the
boundary layer effects on speed, overall do not affect if the geometry is not too
large. However, the boundary layer remains influential on the speed around the
wall. To see a normal shock wave, is better viewed with the pressure difference.
Because if you use the speed difference, there will be the effect of the boundary
layer on the wall. So, there is the velocity distribution in the direction perpendicular
wall.
Conclusion
The design of Inlet 1 has great Inlet Pressure Recovery which is 0.8364 as
same as design 2. But, the design 1 is diffrent kind with design 2. Design 1 is twodimentional sigle duct, in the other hand Design 2 is two-dimentional bifurcated
duct.
Actually we have 4 design as we can see in the result of this report. But, 2
kind design has been failed so far, the problem is, first theta is to high so that it
occure shock detach. And the last design is fail because of technical problem using
ANSYS, we guess that for the Axisymmetric outward-turning has different
threarment in the meshing and define the boundary condition.
References
Anderson, John D. 1990. Modern Compressible Flow. Second Edition.
Singapore : McGraw-Hill Publishing Company
Ran, Hongjun and Dimitri Mavris. 2015. Paper : Preliminary Design of a
2D Supersonic Inlet to Maximize Total Pressure Recovery. Atlanta : Georgia
Institute of Technology