Analysis of Thermophysical Properties of Daqing RP-3 Aviation Kerosene

针对广泛应用于超燃冲压发动机的吸热碳氢燃料,简要介绍了用于模拟燃料热物理特性的替代燃料方法和广义对应状态法则.以大庆RP-3航空煤油为例,选择了一个由49%（摩尔比）正十烷,44%1,3,5-三甲基环己烷以及7%正丙基苯组成的替代煤油用来模拟RP-3航空煤油进行热物理特性研究,并采用广义对应状态法则对替代煤油热力学和输运特性进行了数值研究.在此基础上,提出了预测超临界态流体通过音速喷管流量的新方法并得到了实验验证.

Catalytic Cracking and Heat Sink Capacity of Aviation Kerosene Under Supercritical Conditions

Catalytic cracking of China no. 3 aviation kerosene using a zeolite catalyst was investigated under supercritical conditions. A three-stage heating/cracking system was specially designed to be capable of heating 0.8 kg kerosene to a temperature of 1050 K and pressure of 7.0 MPa with maximum mass flow rate of 80 g/s. Sonic nozzles of different diameters were used to calibrate and monitor the mass flow rate of the cracked fuel mixture. With proper experiment arrangements, the mass flow rate per unit throat area of the cracked fuel mixture was found to well correlate with the extent of fuel conversion. The gaseous products obtained from fuel cracking under different conditions were also analyzed using gas chromatography. Composition analysis showed that the average molecular weight of the resulting gaseous products and the fuel mass conversion percentage were a strong function of the fuel temperature and were only slightly affected by the fuel pressure. The fuel conversion was also shown to depend on the fuel residence time in the reactor, as expected. Furthermore, the heat sink levels due to sensible heating and endothermic cracking were determined and compared at varying test conditions. It was found that at a fuel temperature of similar to 1050 K, the total heat sink reached similar to 3.4 MJ/kg, in which chemical heat sink accounted for similar to 1.5 MJ/kg.

Thermal cracking of aviation kerosene for scramjet applications

Thermal cracking of China No.3 aviation kerosene was studied experimentally and analytically under supercritical conditions relevant to regenerative cooling system for Mach-6 scramjet applications. A two-stage heated tube system with cracked products collection/analysis was used and it can achieve a fuel temperature range of 700-1100 K, a pressure range of 3.5-4.5 MPa and a residence time of approximately 0.5-1.3 s. Compositions of the cracked gaseous products and mass flow rate of the kerosene flow at varied temperatures and pressures were obtained experimentally. A one-step lumped model was developed with the cracked mixtures grouped into three categories: unreacted kerosene, gaseous products and residuals including liquid products and carbon deposits. Based on the model, fuel conversion on the mass basis, the reaction rate and the residence time were estimated as functions of temperature. Meanwhile, a sonic nozzle was used for the control of the mass flow rate of the cracked kerosene, and correlation of the mass flow rate gives a good agreement with the measurements.

Heat Transfer of Aviation Kerosene at Supercritical Conditions

The heat transfer characteristics of China no. 3 kerosene were investigated experimentally and analytically under conditions relevant to a regenerative cooling system for scramjet applications. A test facility developed for the present study can handle kerosene in a temperature range of 300-1000 K, a pressure range of 2.6-5 MPa, and a mass How rate range of 10-100 g/s. In addition, the test section was uniquely designed such that both the wall temperature and the bulk fuel temperature were measured at the same location along the flowpath. The measured temperature distributions were then used to analytically deduce the local heat transfer characteristics. A 10-component kerosene surrogate was proposed and employed to calculate the fuel thermodynamic and transport properties that were required in the heat transfer analysis. Results revealed drastic changes in the fuel flow properties and heat transfer characteristics when kerosene approached its critical state. Convective heat transfer enhancement was also found as kerosene became supercritical. The heat transfer correlation in the relatively low-fuel-temperature region yielded a similar result to other commonly used jet fuels, such as JP-7 and JP-8, at compressed liquid states. In the high-fuel-temperature region, near and beyond the critical temperature, heat transfer enhancement was observed; hence, the associated correlation showed a more significant Reynolds number dependency.

Performance of supersonic model combustors with staged injections of supercritical aviation kerosene

Supersonic model combustors using two-stage injections of supercritical kerosene were experimentally investigated in both Mach 2.5 and 3.0 model combustors with stagnation temperatures of approximately 1,750 K. Supercritical kerosene of approximately 760 K was prepared and injected in the overall equivalence ratio range of 0.5-1.46. Two pairs of integrated injector/flameholder cavity modules in tandem were used to facilitate fuel-air mixing and stable combustion. For single-stage fuel injection at an upstream location, it was found that the boundary layer separation could propagate into the isolator with increasing fuel equivalence ratio due to excessive local heat release, which in turns changed the entry airflow conditions. Moving the fuel injection to a further downstream location could alleviate the problem, while it would result in a decrease in combustion efficiency due to shorter fuel residence time. With two-stage fuel injections the overall combustor performance was shown to be improved and kerosene injections at fuel rich conditions could be reached without the upstream propagation of the boundary layer separation into the isolator. Furthermore, effects of the entry Mach number and pilot hydrogen on combustion performance were also studied.

Study of turbulent heat transfer of aviation kerosene flows in a curved pipe at supercritical pressure

The now and heat transfer characteristics of China No. 3 aviation kerosene in a heated curved tube under supercritical pressure are numerically investigated by a finite volume method. A two-layer turbulence model, consisting of the RNG k-epsilon two-equation model and the Wolfstein one-equation model, is used for the simulation of turbulence. A 10-species kerosene surrogate model and the NIST Supertrapp software are applied to obtain the thermophysical and transport properties of the kerosene at various temperature under a supercritical pressure of 4 MPa. The large variation of thermophysical properties of the kerosene at the supercritical pressure make the flow and heat transfer more complicated, especially under the effects of buoyancy and centrifugal force. The centrifugal force enhances the heat transfer, but also increases the friction factors. The rise of the velocity caused by the variation of the density does not enhance the effects of the centrifugal force when the curvature ratios are less than 0.05. On the contrary, the variation of the density increases the effects of the buoyancy. (C) 2010 Elsevier Ltd. All rights reserved.

Suspended particulate matter fluxes through the Straits of Dover, English Channel: observations and modelling

Suspended Particulate Matter (SPM) concentrations at various levels within the water column, together with salinity and temperature, were measured using water samples collected from six stations across the Straits of Dover. The sampling programme covered a 16-month period, undertaken during 23 cruises. On the basis of the spatial variability in the concentrations, the water bodies are divided by several boundaries, controlled by tidal and wind conditions. Within the water column, SPM concentrations were higher near the sea bed than in the surface waters. Throughout the cross-section, maximum concentrations occurred adjacent to the coastlines. Temporal variability in the SPM concentration exists on daily and seasonal scales within the coastal waters (4.2 to 74.5 mg L-1): resuspension processes, in response to semi-diurnal tidal cycles (with a period of around 12.4 h) and spring-neap cycles (with a period of 15 days) make significant contributions. Distinctive seasonal/annual concentration changes have also been observed. In the offshore waters, such variability is much less significant (0.9 to 6.0 mg L-1). In the summer the English Coastal Zone is associated with relatively high SPM concentrations: the Central Zone has a low and stable SPM concentration between these zones, there is a Transitional Zone, where there is a rapid response of SPM concentration to wind forcing. Finally, the French Coastal Zone is characterized by variable (sometimes high) SPM concentrations. Because of the zonation, SPM fluxes within the Dover Strait are controlled by different transport mechanisms. Within the Central Zone, the flux can be represented by the product of mean water discharges and SPM concentrations. However, within the coastal zones fluctuations in SPM concentrations on various time-scales must be considered. In order to calculate the maximum and minimum SPM fluxes, 10 cells were divided in the strait. A simple modelling calculation has been proposed for this complex area. The effect of spring-neap tidal cycles and seasonal changes can contribute significantly to the overall flux, which is of the order of 20 x 10(6) t.yr(-1) (through the Dover Strait, towards the North Sea). Such an estimate is higher than most obtained previously. (C) 2000 Ifremer/CNRS/IRD/Editions scientifiques et medicales Elsevier SAS.

Resuspension and advection processes affecting suspended particulate matter concentrations in the central English Channel

Suspended particulate matter (SPM) measurements obtained along a cross-section in the central English Channel (Wight-Cotentin transect) indicate that the area may be differentiated into: (1) an English coastal zone, associated with the highest concentrations; (2) a French coastal zone, with intermediate concentrations; and (3) the offshore waters of the Channel, characterised by a very low suspended-sediment load. The SPM particle-size distribution was modal close to the English coast (main mode 10-12 mu m); the remainder of the area was characterised by flat SPM distributions. Examination of the diatom communities in the SPM suggest:; that material resuspended in the intertidal zone and the estuarine environments was advected towards the offshore waters of the English Channel. Considerable variations in SPM concentrations occurred during a tidal cycle: maximum concentrations were sometimes up to 3 times higher than the minimum concentrations, Empirical orthogonal function (EOF) analysis of the SPM concentration time series indicates that, although the bottom waters were more turbid than the surficial waters, this was not likely to be the result of in situ sediment resuspension. Instead, the observed variations appear to be controlled mainly by advective mechanisms. The limited resuspension was probably caused by: (1) the limited availability of fine-grained material within the bottom sediments, and (2) 'bed-armouring' processes which protect the finer-grained fractions of the seabed material from erosion and entrainment within the overlying flow during the less energetic stages of the tide.

A new species of the genus Rhopalotettix Hancock (Orthoptera, Tetrigoidea, Metrodoridae) from Taiwan (in English)

This paper describes a new species of Metrodoridae, Rhopalotettix taipeieiisis sp. nov. , collected from (lie (arm of Taiwan University in Taipei, Taiwan, and provides a key to the 6 species of the genus Rhopnloteltix Hancock, 1910. Type specimens are deposited in the Department ol Entomology, Taiwan University, Taipei, Taiwan.