Oxyhydrogen combustion and detonation driven shock tube

The performance of combustion driver ignited by multi-spark plugs distributed along axial direction has been analysed and tested. An improved ignition method with three circumferential equidistributed ignitors at main diaphragm has been presented, by which the produced incident shock waves have higher repeatability, and better steadiness in the pressure, temperature and velocity fields of flow behind the incident shock, and thus meets the requirements of aerodynamic experiment. The attachment of a damping section at the end of the driver can eliminate the high reflection pressure produced by detonation wave, and the backward detonation driver can be employed to generate high enthalpy and high density test flow. The incident shock wave produced by this method is well repeated and with weak attenuation. The reflection wave caused by the contracted section at the main diaphragm will weaken the unfavorable effect of rarefaction wave behind the detonation wave, which indicates that the forward detonation driver can be applied in the practice. For incident shock wave of identical strength, the initial pressure of the forward detonation driver is about 1 order of magnitude lower than that of backward detonation.

Investigation of High-Speed Combustible Gas Ignited by a Hot Gas Jet Produced in the Shock Tube

The high-speed combustible gas ignited by a hot gas jet, which is induced by shock focusing, was experimentally investigated. By use of the separation mode of shock tube, the test section of a single shock tube is split into two parts, which provide the high-speed flow of combustible gas and pilot flame of hot gas jet, respectively. In the interface of two parts of test sections the flame of jet was formed and spread to the high-speed combustible gas. Two kinds of the ignitions, 3-D “line-flame ignition” and 2-D “plane-flame ignition”, were investigated. In the condition of 3-D “lineflame ignition” of combustion, thicker hot gas jet than pure air jet, was observed in schlieren photos. In the condition of 2-D “plane-flame ignition” of combustion, the delay time of ignition and the angle of flame front in schlieren photos were measured, from which the velocity of flame propagation in the high-speed combustible gas is estimated in the range of 30–90 m/s and the delay time of ignition is estimated in the range of 0.12–0.29 ms.

Pulverized-coal combustion in Wall-Protecting-Jets combustor (WPJC)

A new type of pulverized-coal combustor, called "Wall-Protecting-Jets Combustor" (hereafter, WPJC has been proposed, designed and studied with both CFD (Computational Fluid Dynamics) and experimental methods. The WPJC is based on a novel concept in which all inlet jets are along the combustor wall. Pilot combustion experiments were conducted to investigate the combustion performance of WPJC. Two-phase flows and pulverized-coal combustion were simulated to study the mechanism of),WPJC using the commercial software FLUENT. The results show that the WPJC has many remarkable advantages: wall-protection by the cold jets without the use of refractory materials; low-temperature and three-stage combustion with low NOx emission; negligible ash/slag-deposition; multiple functions with convenient switching between them; effective adjustment of the combustion intensity and the ignition position.

Constant volume combustion of aluminum and cornstarch dust in microgravity

The subject of the present work is to report an experimental comparative study of the effect of dispersion-induced turbulence on dust combustion in constant volume vessel, carried out both in normal gravity and in microgravity environment. Dispersion system with small scale of turbulence, creating uniform homogeneous mixture, was used in experiments. To improve reproducibility of the explosion data an ignitor of small energy, with local soft ignition was developed. Both factors contributed to acquisition of more reproducible experimental data. In experiments under microgravity conditions a dust suspension during combustion remains constant. This makes possible to study dust explosion under stationary dust suspension without influence of turbulence.

A detailed chemistry multi-cycle simulation of a gasoline fueled HCCI engine operated with NVO

A previously developed Stochastic Reactor Model (SRM) is used to simulate combustion in a four cylinder in-line four-stroke naturally aspirated direct injection Spark Ignition (SI) engine modified to run in Homogeneous Charge Compression Ignition (HCCI) mode with a Negative Valve Overlap (NVO). A portion of the fuel is injected during NVO to increase the cylinder temperature and enable HCCI combustion at a compression ratio of 12:1. The model is coupled with GT-Power, a one-dimensional engine simulation tool used for the open valve portion of the engine cycle. The SRM is used to model in-cylinder mixing, heat transfer and chemistry during the NVO and main combustion. Direct injection is simulated during NVO in order to predict heat release and internal Exhaust Gas Recycle (EGR) composition and mass. The NOx emissions and simulated pressure profiles match experimental data well, including the cyclic fluctuations. The model predicts combustion characteristics at different fuel split ratios and injection timings. The effect of fuel reforming on ignition timing is investigated along with the causes of cycle to cycle variations and unstable operation. A detailed flux analysis during NVO unearths interesting results regarding the effect of NOx on ignition timing compared with its effect during the main combustion. © 2009 SAE International.

用相似准数统计方法处理装药撞击起爆模拟实验数据

用相似准数构造刺激量，根据不同撞击条件起爆的实验结果，用最大似然法在正态假设下估计刺激量的期望和方差，并对处理结果进行讨论。把炸药装药撞击起爆实验数据视同刺激量不重复的感度试验数据，用最大似然法处理炸药实验数据。结果表明炸药装药撞击起爆模拟实验相似律存在；用相似准数统计方法可以处理实验数据。

Modelling soot formation in a DISI engine

In this work, the formation of soot in a Direct Injection Spark Ignition (DISI) engine is simulated using the Stochastic Reactor Model (SRM) engine code. Volume change, convective heat transfer, turbulent mixing, direct injection and flame propagation are accounted for. In order to simulate flame propagation, the cylinder is divided into an unburned, entrained and burned zone, with the rate of entrainment being governed by empirical equations but combustion modelled with chemical kinetics. The model contains a detailed chemical mechanism as well as a highly detailed soot formation model, however computation times are relatively short. The soot model provides information on the morphology and chemical composition of soot aggregates along with bulk quantities, including soot mass, number density, volume fraction and surface area. The model is first calibrated by simulating experimental data from a Gasoline Direct Injection (GDI) Spark Ignition (SI) engine. The model is then used to simulate experimental data from the literature, where the numbers, sizes and derived mass particulate emissions from a 1.83 L, 4-cylinder, 4 valve production DISI engine were examined. Experimental results from different injection and spark timings are compared with the model and the qualitative trends in aggregate size distribution and emissions match the exhaust gas measurements well. © 2010 The Combustion Institute. Published by Elsevier Inc. All rights reserved.

Numerical modeling of 3-D turbulent two-phase flow and coal combustion in a pulverized-coal combustor

In the present paper, a multifluid model of two-phase flows with pulverized-coal combustion, based on a continuum-trajectory model with reacting particle phase, is developed and employed to simulate the 3-D turbulent two-phase hows and combustion in a new type of pulverized-coal combustor with one primary-air jet placed along the wall of the combustor. The results show that: (1) this continuum-trajectory model with reacting particle phase can be used in practical engineering to qualitatively predict the flame stability, concentrations of gas species, possibilities of slag formation and soot deposition, etc.; (2) large recirculation zones can be created in the combustor, which is favorable to the ignition and flame stabilization.

Combustion tube studies of dust flame acceleration

A new pneumatic dispersion system for obtaining a good quality uniform dust suspension in a horizontal dust combustion tube was developed. The effect of three different dispersion techniques on self-sustained dust flame acceleration in such a combustion tube was examined. The importance of the dispersion quality in the test tube for maintaining a self-sustained dust flame acceleration was demonstrated. A combustion tube for studies of flame acceleration in fine aluminum dust-air mixture and its transition to detonation under industrial ignition conditions was constructed in the course of the present study. It consists mainly of an initiation section and a test section. The initiation section must be equipped in a well-developed dispersion system for creating a good dispersion condition in the test tube. The length of this section is 3 meters. The test tube requires only to distribute uniformly the dust over the bottom of the tube prior to the experiment. The aluminum dust spherical in shape with 6 mu m in diameter was used for tests. Experimental results demonstrated that the increase in flame velocity is roughly linear through the entire length of the test tube. The highest flame propagation velocity in fine aluminum dust-air mixture approaches some 1200m/s at a distance of 4.8m from the ignition plate.

Coflow jets with large velocity difference - a new aerodynamic principle of flame stabilization and combustion intensification

A new aerodynamic principle of flame stabilization and combustion intensification, the coflow jets with large velocity difference, is described. One or more small high-velocity jets of air or steam, injected off the axis and in the same direction as the low-velocity main fuel-air flow into the combustor, create a large recirculation zone of high turbulence intensity in which the combustibles and high temperature gases are effectively mixed, so that stable and intensive combustion can be maintained even for fuels with poor ignition. A pulverized coal combustor based on the principle mentioned above is shown to be characteristic of excellent combustoom and a simple structure. A number of precombustors of this type are in operation at some power stations and industrial boilers of China. Using such precombustor, successtul startups and part-load operation of the boilers have become available under conditions of unpreheated air and low-grade coal with volatiles as low as 15% and ash content as high as 30%. This principle shows good promise as an attractive new technology of combustion.

促进剂对高碳数碳氢燃料点火特性的影响

在JP-10和煤油点火特性激波管实验基础上,进行了促进剂CH_3NO_2、CH_2Cl_2对JP-10和煤油点火特性影响的实验.在预加热激波管上采用缝合运行技术,获得了近7ms的实验时间.采用单色仪和光电倍增管记录点火过程中OH自由基在306.5nm发射谱强度变化作为点火发生的判据.当促进剂加入量约为JP-10的10%～20%(摩尔比),质量比为5%～12%时,实验观测到明显的点火促进作用.在1100K时,添加10%(摩尔比)CH_3NO_2使JP-10的点火延时时间缩短了70%.当CH_3NO_2的加入量占煤油的10%～15%(摩尔比),质量比约为5%～6%时,对煤油点火有明显的促进作用,在1000K时使煤油点火延时时间缩短了50%.

硅烷对JP10和煤油点火特性影响的激波管研究

在JP10和煤油点火特性激波管实验的基础上,实验研究了硅烷对这两种典型高碳数碳氢燃料点火特性的影响.在预加热到70℃的激波管上,采用缝合运行条件获得了近7ms的实验时间,将实验延伸至低温区.采用气相色谱分析和高精度真空仪直接测定压力相结合的方法,确定了燃料气相浓度,解决了高碳数碳氢燃料点火激波管实验时由于管壁吸附影响燃料气相浓度确定的困难.实验记录了点火过程中OH自由基发射强度变化,并作为判断点火发生的标志.实验温度范围880～1 800K,压力范围0.16～0.53MPa.当硅烷加入量约为燃料的10%～15%(摩尔比),质量比为2%～3%,观测到明显的点火促进作用.该研究对超燃研究中发动机设计、燃料选择等方面具有直接的工程意义,也可用于检验燃烧化学动力学模型的合理性.

可燃气体中激波聚焦的点火特性

数值模拟了二维平面激波从抛物面上反射在可燃气体中聚焦的过程，研究了形成爆轰波的点火特性,对理想化学当量比氢气／空气混合气体，在初始压强20kPa的条件下，马赫数2．6-2．8的激波聚焦能产生两个点火区：第1个点火区是反射激波会聚引起的，第2个点火区是由入射激波在抛物面上发生马赫反射引起的．这种条件下流场中会出现爆燃转爆轰，起爆点分别分布在管道壁面、抛物反射面和第2点火区附近．起爆机理分别为激波管道壁面反射、点火诱导激波的抛物面反射和点火诱导的激波与第2点火区产生的爆燃波的相互作用,不同的点火和起爆过程导致了不同的流场波系结构，同时影响了爆轰波传播的波动力学过程．

Investigation of High-Speed Combustible Gas Ignited by a Hot Gas Jet Produced in the Shock Tube

The high-speed combustible gas ignited by a hot gas jet, which is induced by shock focusing, was experimentally investigated. By use of the separation mode of shock tube, the test section of a single shock tube is split into two parts, which provide the high-speed flow of combustible gas and pilot flame of hot gas jet, respectively. In the interface of two parts of test sections the flame of jet was formed and spread to the high-speed combustible gas. Two kinds of the ignitions, 3-D "line-flame ignition" and 2-D "plane-flame ignition", were investigated. In the condition of 3-D "line-flame ignition" of combustion, thicker hot gas jet than pure air jet, was observed in schlieren photos. In the condition of 2-D "plane-flame ignition" of combustion, the delay time of ignition and the angle of flame front in schlieren photos were measured, from which the velocity of flame propagation in the high-speed combustible gas is estimated in the range of 30-90m/s and the delay time of ignition is estimated in the range of 0.12-0.29ms.

Experimental Studies on Model Scramjet in a Mach 6 High Enthalpy Free-Jet Wind Tunnel

A side-wall compression scramjet model with different combustor geometries has been tested in a propulsion tunnel that typically provides the testing flow with Mach number of 5.8, total temperature of 1800K, total pressure of 4.5MPa and mass flow rate of 4kg/s. This kerosene-fueled scramjet model consists of a side-wall compression inlet, a combustor and a thrust nozzle. A strut was used to increase the contraction ratio and to inject fuels, as well as a mixing enhancement device. Several wall cavities were also employed for flame-holding. In order to shorten the ignition delay time of the kerosene fuel, a little amount of hydrogen was used as a pilot flame. The pressure along the combustor has an evident raise after ignition occurred. Consequently thrust was observed during the fuel-on period. However, the thrust was still less than the drag of the scramjet model. For this reason, the drag variation produced by different strut and cavities was tested. Typical results showed that the cavities do not influence the drag so much, but the length of the strut does.