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Vortex-Enhanced Hydrogen Mixing in Supersonic Crossflow Using a Hybrid Ramp–Chevron Injector with Internal Air-Jet Assistance

Zeineb Ben HouriaDepartment of Industrial Engineering, College of Engineering, University of Ha'il, Ha'il City, 81451, Saudi ArabiaPooya GhodratallahDepartment of Civil Engineering, College of Engineering, Cihan University-Erbil, Erbil, IraqMustafa AbdullahFaculty of Engineering, Hourani Center for Applied Scientific Research (HCASR), Al-Ahliyya Amman University, Amman, JordanMehraj-ud-din NaikDepartment of Chemical Engineering, College of Engineering and Computer Science, Jazan University, Jazan, Saudi ArabiaSaif AlshammariDepartment of Mechanical Engineering, College of Engineering, Jouf University, Sakakah, 72388, Saudi ArabiaAbdellatif M. SadeqFaculty of Agricultural Mechanization, TIIAME National Research University, Kori Niyoziy 39, Tashkent, 100000, UzbekistanNarinderjit Singh Sawaran SinghFaculty of Data Science and Information Technology, INTI International University, Persiaran Perdana BBN, Putra Nilai, Nilai, 71800, MalaysiaMohamed ShabanPhysics Department, Faculty of Science, Islamic University of Madinah, P. O. Box: 170, Madinah, 42351, Saudi ArabiaHusam RajabCollege of Engineering, Department of Mechanical Engineering, Najran University, King Abdulaziz Road, P.O Box 1988, Najran, Saudi ArabiaWalid AichDepartment of Mechanical Engineering, College of Engineering, University of Ha'il, Ha'il City, 81451, Saudi Arabia

2026en

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Litsenziya: cc-by-nc-nd

ABI

Annotatsiya

Efficient hydrogen and air mixing within the short residence time of a supersonic combustor remains an important requirement for scramjet injection systems. This study numerically investigates a hybrid ramp and chevron injector equipped with an internal air jet under a Mach 2 crossflow. Three chevron geometries containing 3, 4, and 6 sides are examined using three-dimensional compressible RANS simulations with the SST k–ω turbulence model. The effects of chevron geometry and internal air assistance are evaluated in terms of hydrogen distribution, shock and vortex structures, circulation strength, turbulent kinetic energy, mixing efficiency, and total pressure performance. The results show that increasing the chevron count does not monotonically improve mixing because the subdivision of coherent vortices promotes near-field dispersion while potentially reducing downstream fuel penetration. Internal air injection also produces a geometry-dependent response. At x=40 mm, the mixing efficiency changes from 0.467 to 0.503 for the 3-sided injector and from 0.289 to 0.391 for the 4-sided injector, corresponding to improvements of approximately 7.7% and 35.3%, respectively. In contrast, the 6-sided configuration decreases from 0.492 to 0.326 after air assistance. Among the air-assisted cases, the 3-sided geometry provides the highest absolute mixing efficiency, whereas the 4-sided geometry exhibits the largest relative enhancement and the highest total-pressure recovery coefficient of 0.273. These results demonstrate that air assistance and chevron geometry must be considered as coupled design parameters because their interaction controls the balance between vortex coherence, fuel penetration, dispersion, and aerodynamic loss.

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DOI: 10.1016/j.rineng.2026.113845

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