Investigation of supersonic combustion of hydrocarbon fuel-riched hot gas in scramjet combustor

1999 ◽  
Author(s):  
M. Situ ◽  
Y. Sun ◽  
S. Zhang ◽  
C. Wang
Keyword(s):  
Hydrocarbon Fuel ◽  
Supersonic Combustion ◽  
Hot Gas ◽  
Scramjet Combustor

scholarly journals Characteristics of gaseous film cooling with hydrocarbon fuel in supersonic combustion chamber

2021 ◽  
Author(s):  
Tingting Jing ◽  
Zhen Xu ◽  
Jiachen Xu ◽  
Fei Qin ◽  
Guoqiang He ◽  
...  
Keyword(s):  
Combustion Chamber ◽  
Film Cooling ◽  
Hydrocarbon Fuel ◽  
Supersonic Combustion

Hot gas piloted energy for supersonic combustion of kerosene with dual-cavity

2001 ◽  
Author(s):  
M. Situ ◽  
C. Wang ◽  
H. Lu ◽  
G. Yu ◽  
X. Zhang
Keyword(s):  
Supersonic Combustion ◽  
Hot Gas

Experimental study on the effect of air throttling on supersonic combustion

2016 ◽  
Vol 232 (3) ◽  
pp. 472-480 ◽  
Author(s):  
Ye Tian ◽  
Shunhua Yang ◽  
Baoguo Xiao ◽  
Jialing Le
Keyword(s):  
Experimental Study ◽  
Mass Flux ◽  
Equivalence Ratio ◽  
Flame Stabilization ◽  
Wall Pressure ◽  
Supersonic Combustion ◽  
Reacting Flow ◽  
Flux Rate ◽  
Shock Train ◽  
Scramjet Combustor

The effect of air throttling on supersonic combustion was investigated by experiments in the present paper. Our results indicated that, in the non-reacting flow, a shock train could be generated in the scramjet combustor due to the increased backpressure caused by air throttling, and the wall pressure increased obviously. But when the mass flux rate of air throttling was not large enough, the shock train would oscillate with the flow. In the reacting flow, the flame stabilization was achieved in the combustor without air throttling when the equivalence ratio of kerosene was 0.2 and 0.31, but the flame was blown off when the equivalence ratio of kerosene was 0.45. On the contrary, the kerosene (equivalence ratio: 0.45) was ignited successfully in the combustor with air throttling, and it kept burning all the time in the cases with air throttling −5% (the flux of air throttling was 5% of the inflow flux) and with air throttling −14% (the flux of air throttling was 14% of the inflow flux), but the flame was blown off in the case with air throttling −1.1% after kerosene had burnt 70 ms. The flux of air throttling should be large enough to achieve flame stabilization, and the hydrogen and air throttling should both exist all the time in order to keep the flame burning steadily.

Numerical study on solid-fuel scramjet combustor with fuel-rich hot gas

2018 ◽  
Vol 77 ◽  
pp. 25-33 ◽  
Author(s):  
Xiang Zhao ◽  
Zhi-xun Xia ◽  
Bing Liu ◽  
Zhong Lv ◽  
Li-kun Ma
Keyword(s):  
Solid Fuel ◽  
Numerical Study ◽  
Hot Gas ◽  
Scramjet Combustor

Analysis of active cooling panels in a scramjet combustor considering the thermal cracking of hydrocarbon fuel

2019 ◽  
Vol 147 ◽  
pp. 231-241 ◽  
Author(s):  
Pavani Sreekireddy ◽  
Tadisina Kishen Kumar Reddy ◽  
Prabhu Selvaraj ◽  
Vanteru Mahendra Reddy ◽  
Bok Jik Lee
Keyword(s):  
Thermal Cracking ◽  
Hydrocarbon Fuel ◽  
Active Cooling ◽  
Scramjet Combustor

scholarly journals The Effect of Fuel Injection Location on Supersonic Hydrogen Combustion in a Cavity-Based Model Scramjet Combustor

Energies ◽  
2020 ◽  
Vol 13 (1) ◽  
pp. 193 ◽  
Author(s):  
Eunju Jeong ◽  
Sean O’Byrne ◽  
In-Seuck Jeung ◽  
A. F. P. Houwing
Keyword(s):  
Equivalence Ratio ◽  
Fuel Injection ◽  
Flow Direction ◽  
Flame Structure ◽  
Flow Characteristics ◽  
Supersonic Combustion ◽  
Reacting Flow ◽  
Total Enthalpy ◽  
Scramjet Combustor ◽  
Injection Location

Supersonic combustion experiments were performed using three different hydrogen fuel-injection configurations in a cavity-based model scramjet combustor with various global fuel–air equivalence ratios. The configurations tested were angled injection at 15° to the flow direction upstream of the cavity, parallel injection from the front step, and upstream injection from the rear ramp. Planar laser-induced fluorescence of the hydroxyl radical and time-resolved pressure measurements were used to investigate the flow characteristics. Angled injection generated a weak bow shock in front of the injector and recirculation zone to maintain the combustion as the equivalence ratio increased. Parallel and upstream injections both showed similar flame structure over the cavity at low equivalence ratio. Upstream injection enhanced the fuel diffusion and enabled ignition with a shorter delay length than with parallel injection. The presence of a flame near the cavity was determined while varying the fuel injection location, the equivalence ratio, and total enthalpy of the air flow. The flame characteristics agreed with the correlation plot for the stable flame limit of non-premixed conditions. The pressure increase in the cavity for reacting flow compared to non-reacting flow was almost identical for all three configurations. More than 300 mm downstream of the duct entrance, averaged pressure ratios at low global equivalence ratio were similar for all three injection configurations.

Computational Analysis of Mixing in Scramjet Combustor using Cross Flow Injection Technique

2019 ◽  
Vol 11 (2) ◽  
Author(s):  
D. Hasen ◽  
R. Karthikeyan ◽  
M. Sundararaj ◽  
K. M. Parammasivam
Keyword(s):  
Flow Injection ◽  
Computational Study ◽  
Cross Flow ◽  
Injection Pressure ◽  
Supersonic Combustion ◽  
Injection Technique ◽  
Fuel Injectors ◽  
Flow Recirculation ◽  
Scramjet Combustor ◽  
Number Variation

The prime issue in supersonic combustion is proper mixing within short duration of time. Computational study has been performed to analyse the mixing of air and fuel using cross flow injection technique. Cross flow injection is performed by placing the fuel injectors on the walls of the scramjet engine which is perpendicular to the flow. To enhance the mixing of fuel and air, cavities were introduced. The flow recirculation inside the cavity will enhance the mixing and combustion. The fuel injectors were placed just upstream of the cavity. Analyses were done by changing the injection angles. The air is allowed to enter at different Mach numbers and the changes were analysed using ANSYS software. The roles of cavity cross flow injection, pressure, temperature, velocity and Mach number variation were examined in this study and the obtained results were compared between various configurations.

scholarly journals Direct Measurements of Skin Friction in Supersonic Combustion Flow Fields

1992 ◽  
Author(s):  
K. M. Chadwick ◽  
D. J. Deturris ◽  
J. A. Schetz
Keyword(s):  
Skin Friction ◽  
Fuel Injection ◽  
Force Measurement ◽  
Tangential Force ◽  
Transverse Component ◽  
Supersonic Combustion ◽  
Quartz Tube ◽  
Hydrogen Fuel ◽  
Sensor Head ◽  
Scramjet Combustor

An experimental investigation was conducted to measure skin friction along the chamber walls of supersonic combustors. A direct force measurement device was used to simultaneously measure an axial and transverse component of the small tangential shear force passing over a non-intrusive floating element. This measurement was made possible with a sensitive piezoresistive deflection sensing unit. The floating head is mounted to a stiff cantilever beam arrangement with deflection due to the flow on the order of 0.00254 mm (0.0001 in). This allowed the instrument to be a non-nulling type. A second gauge was designed with active cooling of the floating sensor head to eliminate non-uniform temperature effects between the sensor head and the surrounding wall. The key to this device is the use of a quartz tube cantilever with piezoresistive strain gages bonded directly to its surface. A symmetric fluid flow was developed inside the quartz tube to provide cooling to the backside of the floating head. Tests showed that this flow did not influence the tangential force measurement. Measurements were made in three separate combustor test facilities. Tests at NASA Langley Research Center consisted of a Mach 3.0 vitiated air flow with hydrogen fuel injection at Pt = 500 psia (3446 kPa) and Tt = 3000 R (1667 K). Two separate sets of tests were conducted at the General Applied Science Laboratory (GASL) in a scramjet combustor model with hydrogen fuel injection in vitiated air at Mach = 3.3, Pt = 800 psia (5510 kPa), and Tt = 4000 R (2222 K). Skin friction coefficients between 0.001–0.005 were measured dependent on the facility and measurement location. Analysis of the measurement uncertainties indicate an accuracy to within ±10–15% of the streamwise component.

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