星载行波管高效率阴极热子组件优化设计

为减小X波段星载脉冲行波管的热子功率,对阴极热子组件结构进行了优化设计,利用ANSYS有限元软件对该阴极热子组件结构进行了热分析,得到结构的稳态温度场分布、阴极温度瞬态解以及加热功率与阴极温度的关系,并与实测结果进行对比,对比结果表明,阴极温度模拟与实验结果误差在1.3%以内,说明了所用模型和方法的可行性。在此基础上通过研究阴极支持筒不同开槽宽度、壁厚及材料下热子加热功率-阴极温度关系,对阴极支持筒进行了优化。模拟结果显示,优化后的阴极热子组件结构加热功率由8.2W降到6.7 W。     

行波管栅控电子枪热形变研究

行波管栅控电子枪各组件尤其是阴极和栅网的热形变对行波管电子光学性能有着较大的影响。基于有限元分析方法,利用热力场耦合对栅控电子枪热形变问题进行了研究,结果表明:阳极的总形变量最大,最高处达0.28 mm;控制栅网、阴影栅、阴极及部分支撑结构向着阳极方向发生形变,由温升引起的形变不会使控制栅网和阴影栅发生接触或交叉,而阴极形变量较大时,阴极与阴影栅则存在接触的危险,这对电子枪的工作性能有很大的影响,甚至会使阴影栅烧坏。降低电子截获率,适当增加控制栅网和阴影栅的厚度,使用热传导率高、线膨胀系数低的材料,可以减小栅控电子枪各组件的热形变。      

回旋行波管电子枪阴极热分析

使用有限元分析软件ANSYS对回旋行波管电子枪阴极进行了热分析和形变分析,得到了阴极模型的温度分布和热形变。为了保持阴极发射带表面温度的均匀性,增大了发射带下端与导热介质的接触面积,同时减小了发射带上端处的加热线圈个数,发现温度差由原来的18 ℃减小到了0.9 ℃。在热分析的基础上进行了热形变分析,将形变量结果带入EGUN软件验证,发现电子注的速度比增大,横向、纵向速度零散以及引导中心半径也都有所增加。     

大回旋电子束双磁会切电子枪的设计

 分析了Ka波段二次谐波回旋行波管双磁会切电子枪的理论模型，计算了电子枪的设计参数；采用EGUN软件进行模拟，设计出了产生大回旋电子束的双磁会切电子枪。该枪电压为70 kV，电流为3.35 A，电子束横纵速度比为1.62，速度零散为4.2%。给出了电子束速度比、速度零散沿轴线的分布，进而讨论了阳极电压对电子束性能的影响，结果表明选择适当的阳极电压和阴极磁场对得到好的电子束参量作用明显。     

220 GHz均匀永磁聚焦行波管电子光学系统的设计与实验研究

电子光学系统是行波管的核心部件之一,在太赫兹频段,电子束通道很小,导致高电流密度电子束的传输非常困难。基于220 GHz折叠波导行波管慢波结构设计所需束流参数,根据理论分析和电磁仿真软件,设计了一款采用均匀永磁聚焦对电子束进行约束的电子光学系统。仿真结果显示,当电子束通道直径0.3 mm、长度31 mm时,在阴阳极压差20 kV的条件下阴极发射电流141 mA,电子流通率100%。根据设计结果封接了流通管,实验结果显示,当阴阳极压差20 kV时,阴极发射电流138.5 mA,收集极电流125.5 mA,电子流通率91%。     

二次谐波回旋行波管Cusp电子枪的模拟与实验研究

 利用3D PIC软件和乌克兰开发的电子光学计算软件TAU对二次谐波回旋行波管Cusp电子枪进行模拟，提取电子的3维运动速度计算横纵速度比。在阳极电压和阴极电流变化的条件下，对电子速度比和速度零散随之而变化的情况进行了模拟，得到平均速度比1.1和平均速度零散9.5%的结果。基于电子平均半径，并根据电子平均半径与横向速度、纵向速度的关系提出了一种实验测量速度比的方法。当电子轰击荧光屏玻璃时，玻璃上的荧光物质感应到光斑，测量空心光斑的平均半径可计算得到电子速度比，其结果与模拟值误差15%。     

组件与非组件式热阴极的热特性分析

 利用ANSYS软件研究了组件式热阴极与非组件式热阴极在阴极温度分布和启动时间等特性上的异同，并与实验结果进行对比。结果表明：组件与非组件式结构的阴极表面温度分布都十分均匀,组件式阴极钼筒外表面的温差与热子输入功率成正比；组件式阴极的钼筒外温度、阴极温度高于非组件式的，而热子温度明显低于非组件式的，但非组件式阴极启动更快；非组件式阴极通过增加阴极下表面发射率可以显著升高阴极温度，增加热子发射率可以显著降低热子温度，从而热性能也能达到与组件式阴极相近水准。     

用5种不同的电子光学软件对微波管电子枪进行模拟计算

 对TWTCAD微机版、工作站版本、EGUN，CAMEO以及Orprogr电子光学软件背景和特点作了一个简单介绍，并利用其模拟计算了11支不同结构的电子枪。将计算得到的导流系数、射程和注腰半径与实验数据列表对比，结果表明：不同电子光学软件计算不同类型电子枪其计算精度也不一样。在导流系数方面，EGUN和Orprogr的计算精度较高，绝对平均误差分别为7.18%和7.4%；在射程方面，TWTCAD的计算精度最高，绝对平均误差为5.69%；在注腰半径方面，Orprogr与实验值偏差较大，绝对平均误差为47.43%，而工作站版本的计算精度最高，绝对误差仅为2.29%。     

行波管收集极的热分析

 随着行波管的大功率小型化，收集极的温度分布和采用的散热手段对行波管的正常工作有很大影响。利用ANSYS软件对行波管收集极的散热问题进行详细的模拟计算，分析比较了不同热流加载方式对收集极温度分布的影响。采用均匀热流加载定性地比较计算了自然冷却、风冷、单层水套和双层水套等不同散热条件下收集极的热耗散功率，计算结果与经验值一致，说明了所用模型和方法的正确性。模拟分析为行波管收集极的散热方案优化设计提供有效的参考依据和手段。     

电子束激励TM模虚阴极振荡器的分析

 从理论上对实心电子束和空心电子束激励轴向虚阴极振荡器产生高功率微波的情况进行了比较分析。通过数值计算比较了在相同的结构参数条件下输出微波功率的大小。分别讨论了在激励TM₀₁和高阶TM₀₂，TM₀₃模式时电子束半径的优化值。用KARAT软件进行粒子模拟初步验证了数值计算的结果。数值计算和粒子模拟结果均表明：要在轴向虚阴极振荡器中有效地激励TM₀₁主模式，应采用实心电子束；而空心电子束则在激励高阶TM_0n模式时，可能更为有效。     

HYLTE喷管流场混合性能的实验和数值模拟研究

 用激光诱导碘荧光的方法对高超音速低温喷管的混合性能进行了测量，并用CFD软件FLUENT模拟了喷管的流场。两种方法所得的结果吻合得较好，在所给的参数条件下，燃料穿过氧化剂流，后者先被前者压缩，然后稍有膨胀。两股气流充分混合的地方距喷管出口平面10mm左右。实验与模拟的主要差别在于两股气流相遇后，实验结果中气流方向变化不大，而在模拟结果中，气流方向改变为基本上与x轴平行。     

Fuel quality and operational issues for polymer electrolyte membrane (PEM) fuel cells

Polymer electrolyte membrane (PEM) fuel cells are susceptible to degradation due to the catalyst poisoning caused by CO present in the fuel above certain limits. Although the amount of CO in the fuel may be within the permissible limit, the fuel composition (% CO₂, CH₄, CO and H₂O) and the operating conditions of the cell (level of gas humidification, cell temperature and pressure) can be such that the equilibrium CO content inside the cell may exceed the permissible limit leading to a degradation of the fuel cell performance. In this study, 50 cm² active area PEM fuel cells were operated at 55–60 °C for periods up to 250 hours to study the effect of methane, carbon dioxide and water in the hydrogen fuel mix on the cell performance (stability of voltage and power output). Furthermore, the stability of fuel cells was also studied during operation of cells in a cyclic dead end / flow through configuration, both with and without the presence of carbon dioxide in the hydrogen stream. The presence of methane up to 10% in the hydrogen stream showed a negligible degradation in the cell performance. The presence of carbon dioxide in the hydrogen stream even at 1–2% level was found to degrade the cell performance. However, this degradation was found to disappear by bleeding only about 0.2% oxygen into the fuel stream.     

Effect of addition of a non-equidiffusional reactant to an equidiffusional diffusion flame

A Burke–Schumann (flame-sheet) formulation is developed for diffusion flames between a fuel and oxidiser with Lewis numbers of unity, subject to addition to the fuel and/or oxidiser stream of a different reactant for which the Lewis number differs from unity. This formulation is applied to laminar counterflow diffusion-flame experiments, reported here, in which hydrogen was added to either methane–nitrogen mixtures or oxygen–nitrogen mixtures at normal atmospheric pressure, with both feed streams at normal room temperature. Experimental conditions were adjusted to fix selected values of the stoichiometric mixture fraction and the adiabatic flame temperature, and the strain rate was increased gradually, maintaining the momentum balance of the two streams, until extinction occurred. At the selected sets of values, the strain rate at extinction was measured as a function of the hydrogen concentration in the fuel or oxidiser stream. The ratio of the fraction of the oxidiser flux that consumes hydrogen to the fraction that consumes fuel was calculated from the new Burke–Schumann formulation, and it was found that, within experimental uncertainty, the ratio of the extinction strain rate with hydrogen addition to that without was the same at any given value of this oxygen flux ratio, irrespective of whether the hydrogen was added on the fuel or oxidiser side. This experimental result was also in close agreement with computational predictions employing detailed chemistry. These results imply that differences in detailed hydrogen concentration profiles within the reaction zone have little or no influence on the chemical kinetics of extinction when the stoichiometric mixture fraction, the adiabatic flame temperature, and the proportion of oxygen that consumes the added fuel are fixed. This same correspondence may be expected to apply for other fuels and additives.     

实心与空心锥形喷雾与热多孔介质相互作用的数值研究

在KIVA-3V中增加了油滴碰撞热多孔介质壁面的碰撞模型、传热模型及空心喷雾的线性不稳定性液膜破碎模型(LISA).在多孔介质结构简化描述的基础上,详细模拟了实心喷雾与空心锥形油雾与热多孔介质之间的碰撞过程.针对Senda等人的实验进行了数值计算,油束碰壁后油滴和油蒸汽分布的数值计算结果与实验结果吻合得很好.计算结果表明油雾在碰撞到热多孔介质后,油束会发生分裂,为油滴的快速蒸发和油蒸汽与空气充分混合创造了前提.油滴初始动能相同的条件下,空心喷雾的油滴穿越多孔介质的可能性比实心喷雾要小.     

Effect of hydrogen enrichment of laminar ethylene diffusion flames on thermal structure and soot yields at pressures up to 10 bar

A series of high-pressure experiments were conducted to assess the influence of hydrogen enrichment of laminar diffusion flames of nitrogen-diluted ethylene on the thermal flame structure and soot yields at pressures above atmospheric. In parallel experiments, added hydrogen is replaced by helium, either in equal mole fractions or in mass fractions, to evaluate the thermal, dilution, and direct chemical interaction effects of hydrogen in soot formation. Experiments covered pressures from atmospheric to 10 bar. In the first set of experiments, conducted at 3, 6, and 10 bar pressure, base fuel was an ethylene-nitrogen mixture with 33.3% ethylene and 66.7% nitrogen (by mole as well as by mass). This base fuel was doped with either hydrogen or helium such that hydrogen and helium mass fractions and mole fractions in the fuel stream are matched in two cases. In the second set of experiments, which were conducted at 1.2 bar pressure with ethylene as the base fuel, hydrogen or helium is added such that additive mole fraction in the fuel stream was 44%. Temperature measurements in the first set of experiments indicate that, when hydrogen is added to nitrogen-diluted ethylene, the changes in the temperature field of the co-flow diffusion flames are negligible, except at lower in the flame where hydrogen added flames display slightly higher temperatures. When helium is added instead of hydrogen, however, the temperatures were measurably lower than those of the base fuel. Results show that, once the dilution effects are accounted for, the hydrogen addition to ethylene does not suppress soot formation by direct chemical interaction at elevated pressures. These findings, which are not in agreement with the previous experimental results obtained at atmospheric pressure, are discussed in terms of the higher molecular diffusivity of hydrogen and shorter residence times of high-pressure flames.     

Estimation of energetic efficiency of heat supply in front of the aircraft at supersonic accelerated flight. Part 1. Mathematical models

Fuel economy at boost trajectory of the aerospace plane was estimated during energy supply to the free stream. Initial and final flight velocities were specified. The model of a gliding flight above cold air in an infinite isobaric thermal wake was used. The fuel consumption rates were compared at optimal trajectory. The calculations were carried out using a combined power plant consisting of ramjet and liquid-propellant engine. An exergy model was built in the first part of the paper to estimate the ramjet thrust and specific impulse. A quadratic dependence on aerodynamic lift was used to estimate the aerodynamic drag of aircraft. The energy for flow heating was obtained at the expense of an equivalent reduction of the exergy of combustion products. The dependencies were obtained for increasing the range coefficient of cruise flight for different Mach numbers. The second part of the paper presents a mathematical model for the boost interval of the aircraft flight trajectory and the computational results for the reduction of fuel consumption at the boost trajectory for a given value of the energy supplied in front of the aircraft.     

Estimation of energetic efficiency of heat supply in front of the aircraft at supersonic accelerated flight. Part II. Mathematical model of the trajectory boost part and computational results

The fuel economy was estimated at boost trajectory of aerospace plane during energy supply to the free stream. Initial and final velocities of the flight were given. A model of planning flight above cold air in infinite isobaric thermal wake was used. The comparison of fuel consumption was done at optimal trajectories. The calculations were done using a combined power plant consisting of ramjet and liquid-propellant engine. An exergy model was constructed in the first part of the paper for estimating the ramjet thrust and specific impulse. To estimate the aerodynamic drag of aircraft a quadratic dependence on aerodynamic lift is used. The energy for flow heating is obtained at the sacrifice of an equivalent decrease of exergy of combustion products. The dependencies are obtained for increasing the range coefficient of cruise flight at different Mach numbers. In the second part of the paper, a mathematical model is presented for the boost part of the flight trajectory of the flying vehicle and computational results for reducing the fuel expenses at the boost trajectory at a given value of the energy supplied in front of the aircraft. Sections, formulas, and figures have a numbering continued from the first part of the paper printed in the journal “Thermophysics and Aeromechanics”, 2008, Vol. 15, No. 4, P. 537–548.     

The influence of water on extinction and ignition of hydrogen and methane flames

The influence of water vapor on critical conditions of extinction and autoignition of premixed and nonpremixed flames is investigated. The fuels tested are hydrogen (H₂) and methane (CH₄). Studies on premixed systems are carried out by injecting a premixed reactant stream made up of fuel, oxygen (O₂), and nitrogen (N₂) from one duct, and an inert-gas stream of N₂ from the other duct. Critical conditions of extinction are measured for various amounts of water vapor added to the premixed reactant stream. The ratio of fuel to oxygen is maintained at a constant value, and the amounts of water vapor and nitrogen are so chosen that the adiabatic temperature remains the same. This ensures that the physical influence of water is the same for all cases. Therefore, changes in values for the critical conditions of extinction are attributed to the chemical influence of water vapor. Studies on nonpremixed systems are carried out by injecting a fuel stream made up of fuel and N₂ from one duct ,and an oxidizer stream made up of O₂ and N₂ from the other duct. Critical conditions of extinction are measured with water vapor added to the oxidizer stream. The concentrations of reactants are so chosen that the adiabatic temperature and the flame position stay the same for all cases. Critical conditions of autoignition are measured by preheating the oxidizer stream of the nonpremixed system. Water vapor is added to the oxidizer stream. Numerical calculations are performed using a detailed chemical-kinetic mechanism and compared with measurements. Experimental and numerical studies show that addition of water makes the premixed and nonpremixed flames easier to extinguish and harder to ignite. The chemical influence of water is attributed to its enhanced chaperon efficiency in three body reactions.     

The effect of fuel inlet turbulence intensity on H2/CH4 flame structure of MILD combustion using the LES method

Large eddy simulations (LES) are employed to investigate the effect of the inlet turbulence intensity on the H₂/CH₄ flame structure in a hot and diluted co-flow stream which emulates the (Moderate or Intense Low-oxygen Dilution) MILD combustion regime. In this regard, three fuel inlet turbulence intensity profiles with the values of 4%, 7% and 10% are superimposed on the annular mixing layer. The effects of these changes on the flame structure under the MILD condition are studied for two oxygen concentrations of 3% and 9% (by mass) in the oxidiser stream and three hot co-flow temperatures 1300, 1500 and 1750 K. The turbulence-chemistry interaction of the numerically unresolved scales is modelled using the (Partially Stirred Reactor) PaSR method, where the full mechanism of GRI-2.11 represents the chemical reactions. The influences of the turbulence intensity on the flame structure under the MILD condition are studied by using the profile of temperature, CO and OH mass fractions in both physical and mixture fraction spaces at two downstream locations. Also, the effects of this parameter are investigated by contours of OH, HCO and CH₂O radicals in an area near the nozzle exit zone. Results show that increasing the fuel inlet turbulence intensity has a profound effect on the flame structure particularly at low oxygen mass fraction. This increment weakens the combustion zone and results in a decrease in the peak values of the flame temperature and OH and CO mass fractions. Furthermore, increasing the inlet turbulence intensity decreases the flame thickness, and increases the MILD flame instability and diffusion of un-burnt fuel through the flame front. These effects are reduced by increasing the hot co-flow temperature which reinforces the reaction zone.