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研制了一个改进的激波管设备,对马赫数为1.2的弱激波冲击作用下空气中SF6气柱和气帘界面的演变过程进行了初步的实验研究。通过设计激波管实验段、烟雾发生器、气体箱、进气吸气系统和激波管尾段,控制混合气体中SF6的峰值浓度和初始气流速度,建立了稳定、可重复的无膜气柱和气帘初始界面形成技术。利用高速摄影技术,在水平面内观测了气柱和气帘的初始界面图像,沿垂直方向观测了界面RM(Richtmyer-Meshkov)不稳定性的演变过程。气柱演变图像显示了典型的对涡结构,气帘演变图像显示了早期的多蘑菇形结构和后期的相邻波长干扰效应。图像后处理表明,气柱的高度和宽度、气帘的宽度均随时间单调增加,且宽度比高度增加快得多。从二维涡量动力学方程出发,对图像中涡的演变过程进行了初步解释。 相似文献
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本文研究一类二维单个守恒律方程的Riemann问题.用广义特征分析方法研究了这类方程,给出了基本波的分类,解决了初值为两片常数的二维Riemann问题,给出了Riemann解. 相似文献
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Kerosene is an ideal endothermic hydrocarbon. Its pyrolysis plays a significant role in the thermal protection for high-speed aircraft. Before it reacts, kerosene experiences thermal decomposition in the heat exchanger and produces cracked products. Thus, to use cracked kerosene instead of pure kerosene, knowledge of their ignition properties is needed. In this study, ignition delay times of cracked kerosene/air and kerosene/air were measured in a heated shock tube at temperatures of 657–1333 K, an equivalence ratio of 1.0, and pressures of 1.01 × 105–10.10 × 105 Pa. Ignition delay time was defined as the time interval between the arrival of the reflected shock and the occurrence of the steepest rise of excited-state CH species (CH*) emission at the sidewall measurement location. Pure helium was used as the driver gas for high-temperature measurements in which test times needed to be shorter than 1.5 ms, and tailored mixtures of He/Ar were used when test times could reach up to 15 ms. Arrhenius-type formulas for the relationship between ignition delay time and ignition conditions (temperature and pressure) were obtained by correlating the measured high-temperature data of both fuels. The results reveal that the ignition delay times of both fuels are close, and an increase in the pressure or temperature causes a decrease in the ignition delay time in the high-temperature region (> 1000 K). Both fuels exhibit similar high-temperature ignition delay properties, because they have close pressure exponents (cracked kerosene: τign∝P-0.85; kerosene:τign∝P-0.83) and global activation energies (cracked kerosene: Ea = 143.37 kJ·mol-1; kerosene: Ea = 144.29 kJ·mol-1). However, in the low-temperature region (< 1000 K), ignition delay characteristics are quite different. For cracked kerosene/air, while the decrease in the temperature still results in an increase in the ignition delay time, the negative temperature coefficient (NTC) of ignition delay does not occur, and the low-temperature ignition data still can be correlated by an Arrhenius-type formula with a much smaller global activation energy compared to that at high temperatures. However, for kerosene/air, this NTC phenomenon was observed, and the Arrhenius-type formula fails to correlate its low-temperature ignition data. At temperatures ranging from 830 to 1000 K, the cracked kerosene ignites faster than the kerosene; at temperatures below 830 K, kerosene ignition delay times become much shorter than those of cracked kerosene. Surrogates for cracked kerosene and kerosene are proposed based on the H/C ratio and average molecular weight in order to simulate ignition delay times for cracked kerosene/air and kerosene/air. The simulation results are in fairly good agreement with current experimental data for the two fuels at high temperatures (> 1000 K). However, in the low-temperature NTC region, the results are in very good agreement with kerosene ignition delay data but disagree with cracked kerosene ignition delay data. The comparison between experimental data and model predictions indicates that refinement of the reaction mechanisms for cracked kerosene and kerosene is needed. These test results are helpful to understand ignition properties of cracked kerosene in developing regenerative cooling technology for high-speed aircraft. 相似文献
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