不同构型和多点喷射对短环型燃烧室燃烧性能的影响

对短环形流燃烧室内有较强回流的湍流旋流流动进行了模拟,并从两个方面(燃烧室构型和多点喷射)对燃烧室性能的影响进行了分析。计算中采用Reynoldes应力湍流模型(RSM)、EBU-Arrheniue湍流燃烧模型和离散坐标辐射模型描述其燃烧流动,液相采用Lagrange法处理,气相采用SIMPLE法求解。研究表明:在燃料和空气总流量不变的情况下,燃烧室构型对燃烧室出口平均温度影响不大,对出口温度分布、燃烧室内空气流场有比较大的影响。喷嘴数目的改变对出口处的平均温度和平均速度影响不大,但是对出口截面处的温度分布影响比较大,在局部范围可能产生温度比较高的热斑。     

旋转爆震燃烧室轴向和周向长度对其出口流场压力和温度的影响

为了研究旋转爆震燃烧室与涡轮的匹配特性,利用二维欧拉方程数值研究了基于当量H₂/Air燃烧的旋转爆震燃烧室出口流场特性,对比分析了不同燃烧室轴向长度和周向长度出口总压脉动、总压畸变以及出口温度分布规律。结果表明:旋转爆震燃烧室在稳定工作状态下,其出口总压的脉动值会呈现周期性振荡;燃烧室尺度对发动机出口流场的不均匀性有很大影响,随着燃烧室轴向长度的增大或周向尺寸的减小,其出口总压脉动均值、畸变指数和出口温度分布系数均会减小,其出口流场均匀性提高。此外,爆震波高度随着周向尺寸的增大而增大;轴向尺寸对爆震波高度几乎不产生影响。     

富氢燃料气射流预混火焰回火特性的研究进展

燃气轮机是一种重要的动力设备,是碳中和的重要环节,燃用富氢燃料气是降低其碳排放的有效途径.由于氢气的化学反应活性高、燃烧速率快,使得燃烧室内预混射流火焰发生回火的风险大大增加,即火焰有可能从燃烧室向上游预混气管道传播.文章综述了近20年来富氢燃料气射流火焰回火的代表性实验及数值模拟的研究进展,介绍了包含燃料氢含量、来流温度及工作压力等参数、喷嘴结构与尺寸、热声振荡和微混燃烧器等对回火特性影响的研究成果,现有研究表明,边界层内火焰传播速度超过来流速度是造成回火的主要因素,控制来流速度、来流温度、改变局部燃料浓度可以克服或者减缓回火.根据目前的研究现状和发展动态,对未来的研究方向进行了展望.     

湍流强度对预混燃烧影响的大涡模拟研究

本文对甲烷和空气在突扩燃烧室内的预混燃烧进行了大涡模拟(LES)研究,主要关注于预混燃料的湍流强度对甲烷-空气预混燃烧效率的影响.LES数值模拟给出了不同入口湍流强度的条件下燃烧室内湍流预混燃烧反应流场的速度场,温度场和浓度场分布.分析的结果表明:随着预混燃料入口湍流强度的增大,燃烧反应更加剧烈,燃烧效率提高,火焰长度也随之变短,同时,一氧化碳的生成区域明显变小,整体生成量减少.研究的结果对有效地提高燃气轮机的燃烧效率和减少污染物的排放提供一定的参考依据.     

当量比对汽油燃料两相旋转爆轰发动机工作特性影响实验研究

为了研究当量比对汽油燃料两相旋转爆轰发动机工作特性的影响,开展了以高总温空气为氧化剂的气液两相旋转爆轰实验研究。旋转爆轰发动机环形燃烧室外径、内径和长度分别为202、166和155 mm。汽油和高温空气采用高压雾化喷嘴与环缝对撞喷注的方式混合,以此提高推进剂的掺混效果与活性,采用预爆轰管作为点火装置。实验通过改变汽油质量流量改变推进剂当量比,并基于燃烧室内测得的高频动态压力和平均静压,对气液两相旋转爆轰波的传播模态和传播特性以及发动机的工作特性进行了详细分析。实验结果表明:在当量比为0.79～1.25时,燃烧室内均实现了旋转爆轰波的连续自持传播,且随着当量比的增加,爆轰波传播模态从双波对撞/单波的混合模态转变为单波模态;降低当量比至0.61～0.66,爆轰波传播稳定性变差,传播模态表现为间断爆轰以及零星爆轰;进一步降低当量比至0.53,爆轰波起爆失败。此外,燃烧室平均绝对压力与爆轰波平均传播频率均随着当量比的增加呈先增大后减小的趋势,极大值出现在当量比1.19附近。在此工况下获得了最佳实验结果,旋转爆轰波的平均传播频率为1 900.9 Hz,平均传播速度为1 110.8 m/s,与高频压力信号经快速傅里叶变换得到的主频基本一致,爆轰波传播速度存在严重亏损。     

大速差射流燃烧室中烟煤与贫煤燃烧的数值模拟

本文基于颗粒相的轨道模型,对大速差射流燃烧室中烟煤粉与贫煤粉的二维流动,混合及燃烧进行了数值模拟,模拟结果从两相耦合的角度,阐明了煤粉颗粒在燃烧室中运动的规律,煤粉与大速差射流诱导的中心气体逆流之间的混合及其对煤粉火焰稳定的影响,指出此种燃烧室中煤粉火焰稳定的回流区燃烧机理,气相流场及回流区的预报结果与实验符合良好。     

燃烧轻气炮多级渐扩型燃烧室流场特性数值研究

为了分析多级渐扩型燃烧室结构对燃烧轻气炮氢氧燃烧特性的影响, 通过计算流体力学方法, 分别对采用传统圆柱型燃烧室和多级渐扩型燃烧室的燃烧轻气炮氢氧燃烧发射过程进行数值模拟。对比结果表明, 多级渐扩型燃烧室结构能够明显地减小燃烧室压力波动幅度, 提高氢氧燃烧稳定性; 多级渐扩型燃烧室内形成回流区, 可以减小气流轴向运动速度; 火焰扩展形态与渐扩型结构相吻合, 燃烧反应区表面变化平稳; 多级渐扩型燃烧室结构对氢氧火焰传播过程和压力波动现象有着重要影响。     

不同自燃模式对压力波动形成的影响

在内燃机中,HCCI(均值混合气压燃)爆震、汽油机常规爆震、汽油机超级爆震都是由未燃混合气自燃引起的化学能突然释放,从而产生振荡燃烧,但其压升率及压力振荡幅值却截然不同。为了阐明其中机理,根据上述的带震荡的燃烧压力波变化规律,提出以实验测得的放热率为基础的“能量注入法”,建立了3种自燃模式。通过对能量方程中的热源项进行分类改变,进而对3种自燃模式进行数值模拟、对其产生的压力波动进行比较分析。模拟结果表明,不同震荡特征的燃烧压力波源于不同的自燃模式,从而导致其宏观表现的压升率以及压力波振荡幅值有极大的差异。以放热率为基础的“能量注入法”能准确、快捷地探究内燃机燃烧室中压力波的形成与传播。     

高速液体受限射流扩展形态研究

采用一种火药燃烧驱动液体喷射的新装置及其测试系统，研究受限空间中高速惰性液体射流的扩展结构。观察了环境反压、液体粘性、喷嘴结构等参量对射流扩展形态的影响，分析了射流雾化机理。研究结果对改进燃烧室设计及控制燃烧稳定性有一定的指导意义。     

Supersonic combustion and hypersonic propulsion

50 多年的努力和曲折经历证明了超声速燃烧冲压发动机概念的可行性. 本文对影响超燃冲压发动机技术成熟的主要因素作了扼要的分析. 高超声速推进的首要问题是净推力, 利用超声速燃烧获得推力遇到各种实际问题的制约, 它们往往互相牵制. 几次飞行试验表明高超声速飞行需要的发动机净推力仍差强人意, 液体碳氢燃料(煤油) 超燃冲压发动机在飞行马赫数5 上下的加速和模态转换过程, 成为高超声速吸气式推进继续发展的瓶颈. 研究表明, 利用吸热碳氢燃料不仅是发动机冷却的需要也是提高发动机推力和性能的关键举措, 燃料吸热后物性改变对燃烧性能的附加贡献对超燃冲压发动机的净推力至关重要.当前, 实验模拟技术和测量技术相对地落后, 无法对环境、尺寸和试验时间做到完全的模拟. 计算流体动力学(Computational Fluid Dynamics, CFD) 逐渐成为除实验以外唯一可用的工具, 然而, 超声速燃烧的数值模拟遇到湍流和化学反应动力学的双重困难. 影响对发动机的性能作正确可靠的评估.提出双模态超燃冲压发动机模态转换、吸热碳氢燃料主动冷却燃料催化裂解与超声速燃烧耦合、燃烧稳定性、实验模拟技术与装置、内流场特性和发动机性能测量、数值模拟中的湍流模型、煤油替代燃料及简化机理等研究前沿课题, 和未来5~10 年重点发展方向的建议.     

Application of the Time-Domain Impedance Boundary Condition to Large-Eddy Simulation of Combustion Instability in a Shear-Coaxial High Pressure Combustor

The time-domain impedance boundary condition (TDIBC) is used within a large-eddy simulation (LES) framework to investigate self-sustained longitudinal combustion instability in the Continuously Variable Resonance Combustor (CVRC) rig, a high-pressure, shear-coaxial injector combustor studied experimentally at Purdue University. A modified version of the constant mass characteristic boundary condition is used to account for the impedance at the oxidizer inlet, which is truncated and therefore becomes an approximation of the full inlet. Both linear and non-linear models for the inlet reflection coefficients are developed and compared against the full injector LES. The CVRC rig exhibits different amplitude levels of the pressure oscillation depending on the length of the oxidizer injector, and thus, offers a range of conditions to evaluate the use of the TDIBC. The combustor with a truncated oxidizer injector length of 2.05 cm is used to simulate conditions equivalent of three different oxidizer injector lengths of 9 cm, 12 cm and 14 cm, which are known to exhibit semi-stable, unstable and highly unstable behavior, respectively. The results are compared with LES that explicitly resolve the full oxidizer post without impedance. It is shown that the prediction by the non-linear reflection coefficient model is much better than the linear model. Further analysis is carried out to highlight the strengths and the limitations of the model.     

Stability of the combustion process in elastic combustion chambers

High-frequency instability phenomena in rigid combustion chambers have been studied theoretically in [1–3]. This phenomenon is attributed to the interaction between the combustion processes and combustion-product fluctuations in the chamber. One of the possible mechanisms of formation of high-frequency instability is examined in [3], where the combustion rate is represented in the form of a retarded pressure functional. In this case, the problem is reduced to studying the stability of a certain distributed self-oscillating time-lag system.If the oscillation frequencies of the combustion products are comparable to the natural vibrations of the shell which forms the combustion chamber, then it is natural to expect that the elasticity of the chamber walls will affect the combustion process. Coupled effects of acoustoelastic instability can arise, in whose development the vibrations of the chamber wall play a substantial role. These effects are particularly undesirable from the point of view of the vibrational stability of combustion chambers.In this paper, a theory of high-frequency instability of stationary combustion is developed with allowance for elastic deformations of the combustion chamber walls. The theory is based on the mechanism of vibrational combustion [1–3], according to which the combustion front is assumed to the concentrated, while the velocity jump at the front is expressed through a retarded pressure functional. It is assumed that the combustion product flow is one-dimensional and isentropic and that the chamber is cylindrical. The deformations of the chamber are described via the moment theory of shells. The existence is revealed of additional instability regions produced by the interaction between the elastic vibrations of the chamber walls and the acoustic oscillations of the combustion products. The influence of the relation between the elastic and acoustic frequencies and of the structural damping factor in the combustion chamber walls on the stability of the stationary combustion process is examined. The problem discussed is treated as a mathematical model for more complex asymmetric problems in which the elastic and acoustic frequencies can be of the same order.     

LES Investigation of the Flow Through an Effusion-Cooled Aeronautical Combustor Model

The present study is devoted to the analysis of the behaviour of the flow through an effusion-cooled aeronautical combustor model. High-fidelity calculations are performed on an experimental model of a combustion chamber multi-perforated wall and compared to experimental measurements. The effect of combustion instability on the effusion-cooling system is investigated by studying the interaction of an acoustic wave with the jets-in-crossflow issued from the cooling plate. It is shown that the mass-flow rate through the plate can be drastically reduced by the acoustic wave, which demonstrates the destructive effect that such instability may have on the cooling of an aeronautical combustion chamber.     

Experimental Investigation of the Effects of Turbulence and Mixing on Autoignition Chemistry

The autoignition of acetylene, released from a finite-sized circular nozzle into a turbulent coflow of hot air confined in a pipe, has been the subject of a recent experimental study to supplement previous work for hydrogen and n-heptane. As with hydrogen and n-heptane, autoignition appears in the form of well-defined localized spots. Quantitative information is presented concerning the effects of turbulence intensity, turbulent lengthscale and injector diameter on the location of autoignition. The effects of these parameters on inhomogeneous autoignition have not been investigated experimentally before. The present study establishes that increasing the bulk velocity increases the autoignition length, as was reported for hydrogen and n-heptane. For the same turbulence intensity, the autoignition length increases as the injector diameter increases and as the turbulent lengthscale decreases. A simultaneous decrease in turbulence intensity and increase in lengthscale causes a reduction in autoignition length. Further, the frequency of appearance of the autoignition spots has also been measured. It is found to increase when autoignition occurs closer to the injector, and also at higher velocities. The observed trends are consistent with expectations arising from the dependence of the mixture fraction and the scalar dissipation rate on the geometrical and flow parameters. The data can be used for the validation of turbulent combustion models.     

Velocity measurements in a confined swirl driven recirculating flow

Laser-doppler measurements of the three components of mean velocity and their intensities have been made in an axisymmetric swirling isothermal turbulent combustion chamber flow. Swirl is generated by a gas-turbine aerodynamic swirler and the flow is representative of that found in the primary zone of many practical combustors. Two configurations were studied. In the first the fuel injector was removed and a central core jet entered the chamber via the resulting circular hole in the centre of the swirler. In the second case the injector was retained but a circular baffle was located at the exit plane: this latter device being necessary to prevent an inflow — not present for combusting flow — arising at the exit plane. The velocity data is sufficiently detailed to aid the testing and further development of methods for calculating combustion chamber flows.     

Shear layer instability and acoustic interaction in solid propellant rocket motors

Segmentation of solid propellant rocket motors has been demonstrated to be a source of unpredicted and undesirable pressure and thrust oscillations. Surface discontinuities are the primary cause of these vortex-shedding-driven oscillations, which result from a strong coupling between the shear layer instability and the acoustic motion in the chamber. The analysis of an axisymmetric geometry corresponding to a {1\over 15} subscale P230 motor of the Ariane 5 rocket is numerically computed. With a suitable mesh for the viscosity value studied, the aeroacoustics in the chamber is fully described. A coupling between the hydrodynamic instability and the organ-pipe acoustic mode is clearly demonstrated. The mechanism for frequency selection is discussed. © 1997 John Wiley & Sons, Ltd.     

Upstream porthole injection in a 2-D scramjet model

Injection from portholes upstream of the combustion chamber was investigated as a method of delivering fuel into a scramjet. This method reduces the viscous drag on a model by allowing a reduction in the length of the combustion chamber. At experimental enthalpies of 3.0 MJ/kg in the T4 shock tunnel, there was no evidence of combustion in the intake, either by shadowgraph or pressure measurements. Combustion was observed in the combustion chamber. A theoretical extension of these results is made to a hot wall scenario. Received 2 January 2001 / Accepted 3 August 2001     

A ballistic compressor-based experiment for the visualization of liquid propellant jet combustion above 100 MPa

 This paper describes the components and operation of an experimental setup for the visualization of liquid propellant (LP) jet combustion at pressures above 100 MPa. The apparatus consists of an in-line ballistic compressor and LP injector. The ballistic compressor, based on a modified 76 mm gun, provides high-pressure (ca. 55 MPa) clear hot gas for the jet ignition. A piston (projectile) is fired toward a test chamber beyond the barrel’s end, and its rebound is arrested in a transition section that seals the test chamber to the barrel. The LP jet is injected once the piston is restrained, and combustion of the jet further elevates the pressure. At a preset pressure, a disc in the piston ruptures and the combustion gas vents sonically into the barrel. If a monopropellant is used, the jet injection-combustion process then resembles liquid rocket combustion but at very high pressures (ca. 140 MPa). This paper discusses the ballistics of the compression and compares experimental results to those predicted by a numerical model of the apparatus. Experimentally, a pressure of 70 MPa was achieved upon a 12.5 volumetric compression factor by firing a 10 kg piston into 1.04 MPa argon using a charge of 75 g of small-grain M1 propellant. Received: 16 December 1996/Accepted: 15 July 1997     

点火过程和初始条件对燃烧轻气炮内弹道性能的影响

采用计算流体力学方法对燃烧轻气炮膛内燃烧过程进行数值模拟,分析不同的点火点数目和点火能量以及初始温度和压力对燃烧轻气炮内弹道特性的影响。结果表明,采用合理的点火点数目、初始温度和压力条件可以有效控制氢气的燃烧过程,减弱燃烧室内的压力波动。模拟结果对燃烧轻气炮膛内燃烧过程控制具有重要参考价值。