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AZ 060243
Introduction
1. Operating Speed
unlike pulsejets and jet-turbine engines, the ramjet will not operate
unless it is moving through the air at a speed of at least 400 mph.
2. Fuel Consumption
As a general rule of thumb, the fuel-efficiency of an internal
combustion engine is related to the compression ratio at which it
operates. That is to say -- the more the air/fuel mixture is
compressed before it is ignited then the more power you'll get from
a given amount of fuel.
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Diesel engines have a compression ratio of about 20:1, most car
engines operate at compression ratios as high as 11:1, a pulsejet
runs at a compression ratio of less than 2:1 and ramjets are about
the same at low speeds.
History of ramjet
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Ramjet was originally invented by a French inventor named René
Lorin in 1913. Unfortunately his attempt to finish up the prototype was
failed due to insufficient materials. Then in 1915, a Hungarian inventor
named René Lorin study about increasing the range of artillery fire. Fonó
submitted his invention to the Austro-Hungarian Army but the proposal
was rejected. After World War I Fonó returned to the subject of jet
propulsion, in May 1928 describing an "air-jet engine" which he described
as being suitable for high-altitude supersonic aircraft, in a German patent
application. In an additional patent application he adapted the engine for
subsonic speed. The patent was finally granted in 1932 after four years of
examination.
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work in the "Missed Swiss" and the "Underwater Jet" in the March 14,
1949 issue.
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Basic principle of ramjet
Ramjets can be classified according to the type of fuel, liquid or solid; and
the booster.
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Ramjet design
4 main parts of the Ramjet component are as follows:
1. Inlet
2. Diffuser
3. Combustor
4. Nozzle
Inlet
Ramjets will push out the very high dynamic pressure within the air
approaching the intake lip. An efficient intake will recover much of the
free stream stagnation pressure, which is used to support the combustion
and expansion process in the nozzle.
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Subsonic ramjets don't need such a sophisticated inlet since the
airflow is already subsonic and a simple hole is usually used. This would
also work at slightly supersonic speeds, but as the air will choke at the
inlet, this is inefficient.
Diffuser
The amount of thrust or push desired from the ram jet engine at a
given speed determines the size of the diffuser entrance area. The larger
the diffuser entrance area the greater the thrust. The ratio of diffuser
entrance area to diffuser exit area varies from three to four for most
subsonic ram jet designs. The most widely used value being three and
one-half.
The length of the diffuser depends upon the designer's choice of one
of two probable configurations. A hollow cone frustum is the easier of the
two configurations to fabricate but is longer in length than the other
configuration which consists of a hollow cone frustum with a curved insert.
The latter configuration is used in most commercial ram jet designs
because its shorter length offers less drag (resistance to movement
through the atmosphere).
Figure 4 diffuser
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Combustor
Nozzle
Ram accelerator
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Ramjet engine cycle
For the ramjet, there is a terminal normal shock in the inlet that
brings the flow to subsonic conditions at the burner. As speed increases,
the losses through this shock eventually decrease the level of pressure
that can be achieved in the burner, and this sets a limit on the use of
ramjets. For supersonic combustion ramjets (scramjets) there is no normal
shock and the inlet shock losses associated with the normal shock are
avoided. The combustion process in the burner occurs at constant
pressure from station 3 to station 5. The temperature increase depends
on the type of fuel used and the fuel-air ratio. For scramjets, there may be
additional entropy losses associated with the mixing of the fuel and the
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air. Following combustion, the hot exhaust is then passed through the
nozzle. Ideally, the nozzle brings the flow isentropically back to free
stream pressure from station 5 to station 8. Since ramjets and scramjets
often use converging-diverging nozzle designs, there is often a mismatch
between the external flow pressure and the free stream. The area under
the T-s diagram is proportional to the useful work and thrust generated by
the engine.
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Previously we have studied the engine by using the T-s diagram. Here is
the simple consequences/process of ramjet engine cycle referring to the
P-v diagram.
1. take some work out of the air and use it to drive the
compressor, and
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2. take the remaining work out and use it to accelerate fluid for
jet propulsion, or to turn a generator for electrical power
generation;
In practice, real Brayton cycles take one of two forms. Figure 3 shows an
``open'' cycle, where the working fluid enters and then exits the device.
This is the way a jet propulsion cycle works. Figure 4 shows the
alternative, a closed cycle, which recirculates the working fluid. Closed
cycles are used, for example, in space power generation.
Figure 7 open-cycle
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Figure 8 closed-cycle
The objective now is to find the work done, the heat absorbed, and the
thermal efficiency of the cycle. Tracing the path shown around the cycle
from - - - and back to , the first law gives (writing the equation in
terms of a unit mass),
Here is zero because is a function of state, and any cycle returns the
system to its starting state. The net work done is therefore
Where q1, q2 are defined as heat received by the system (q1 is negative).
We thus need to evaluate the heat transferred in processes - and - .
For a constant pressure, quasi-static process the heat exchange per unit
mass is
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We can see this by writing the first law in terms of enthalpy or by
remembering the definition of cp.
(1)
Therefore Td/Tc = Ta/Tb, or, finally, Td/Ta = Tc/Tb. Using this relation in the
expression for thermal efficiency, Eq. (1) yields an expression for the
thermal efficiency of a Brayton cycle:
(2)
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The temperature ratio across the compressor, Tb/Ta = TR. In terms of
compressor temperature ratio, and using the relation for an adiabatic
reversible process we can write the efficiency in terms of the compressor
(and cycle) pressure ratio, which is the parameter commonly used:
The ramjet thermodynamic cycle efficiency can be written in terms of flight Mach number,
M0, as follows:
and
so
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Application
Missile
They are found almost exclusively in missiles, where they are boosted to
operating speeds by a rocket engine, or by being attached to another
aircraft (typically a fighter).Ramjet propulsion is used in the British
Bloodhound (no longer in service) and Sea Dart surface-to-air missiles.
The Bomarc missile in the U.S. used two body pylons underneath the
wings each housing a Marquardt ramjet engine capable of producing
10,000 pounds of thrust in the A version and 14,000 pounds thrust in the
B version. The Bomarc served as part of the North American Defense
System between 1959 and 1972.
Here is the list of current missile that inspired by the ramjet technology:
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• Air to surface missiles
o EADS/AMM
ASMP
ASMP-A (development)
o Radouga Kh41 Moskit
o Zvezda Kh31P (AS17 Krypton)
• Antiship missiles
o Machinostroenie 3K55 Yakhont (SSN26)
o Radouga 3M80/82 Moskit (SSN22 Sunburn)
o CPMEC C301 (coast to ship)
o Hsiung Feng 3
Aircraft
A variant of the pure ramjet is the 'combined cycle' engine, intended to
overcome the limitations of the pure ramjet. An example of this is the Air
Turbo Ramjet (ATR) which operates as a conventional turbojet at subsonic
speeds and a fan assisted ramjet at speeds below Mach 6.
There are several aircraft that using the ramjet as its engine, there are:
• Boeing X-43
• D-21 Tagboard
• Lockheed X-7
Boeng X-43
The engine of the X-43A was primarily fuelled with hydrogen. In the
successful test, about two pounds (or roughly one kilogram) of the fuel
was used. However, because hydrogen poses certain difficulties in
storage, transport, and even production, further X-43 versions were
planned to use more commonly available hydrocarbon fuels instead.
Unlike rockets, scramjet-powered vehicles do not carry oxygen onboard
for fuelling the engine. Removing the need to carry oxygen significantly
reduces the vehicle's size and weight. In the future, such lighter vehicles
could bring heavier payloads into space or carry payloads of the same
weight much more efficiently.
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43A/Pegasus vehicle was referred to as the "stack" by the program's team
members.
The engines in the X-43A test vehicles were specifically designed for
a certain speed range, only able to compress and ignite the fuel-air
mixture when the incoming airflow is moving as expected. The first two X-
43A aircraft were intended for flight at approximately Mach 7, while the
third was to fly at approximately Mach 10.
The X-43A's successful second flight made it the fastest free flying
air-breathing aircraft in the world, though it was preceded by an
Australian HyShot as the first operating scramjet engine flight. While still
attached to its launching missile, the HyShot flew in descending powered
flight in 2002.
D-21 Tagboard
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Lockheed X-7
The Lockheed X-7 (dubbed the "Flying Stove Pipe") was an unmanned
test bed for ramjet engines and missile guidance technology. It was
carried aloft by a B-29 or B-50 Superfortress carrier aircraft. The booster
ignited after launch and propelled the vehicle to a speed of 1,000 mph
(1,625 km/h). The booster was then jettisoned, and the under slung ramjet
took over from that point. The X-7 eventually returned to Earth, its
descent slowed by parachute. A maximum speed of 2,000 mph (3,250
km/h) was attained, setting a record for fastest air-breathing aircraft. A
total of 130 X-7 flights were conducted from April 1951 to July 1960.
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Some Unconventional Applications of Ramjet
• Ramjet propelled rotor
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References
Books and journals
Websites
1. http://www.grc.nasa.gov/WWW/K-12/airplane/rampart.html
2. https://www.aiaa.org
3. https://www.sciencedirect.com
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