Investigations on Multi-Stage Supersonic Combustion in a Model Combustor

Fuhrmann, Sirka; Hupfer, Andreas; Kau, Hans-Peter

doi:10.2514/6.2011-2332

Cited by 8 publications

(4 citation statements)

References 6 publications

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“…Non-reacting 2D flow simulations of the scramjet model combustor described by Fuhrmann et al 8 are conducted both with a RANS and the hybrid RANS/LES model. Figure 1 illustrates the geometry of the combustion chamber.…”

Section: A Non-reacting Scramjet Combustor Ductmentioning

confidence: 99%

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Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Makowka

Gurtner

Paukner

et al. 2014

19th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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A major reason for the long simulation runtimes of large eddy simulations of wall bounded flows is the necessary spatial resolution of the turbulent boundary layer in wall parallel directions. This limitation can be reduced by a hybridization of RANS and LES, whereas RANS is utilized for near-wall regions. In the context of hypersonic airbreathing engines it is necessary that such a method correctly reproduces shock positions within an engine duct. This work presents a generic RANS/LES hybridization approach based on the k-ω-SST RANS model utilizing a wall function approach and a mixed model for the LES mode. The method rests upon a hard RANS/LES interface, the location of which is determined by a comparison of computed RANS and LES model quantities. It is shown that the favorable behavior of the k-ω-SST model to predict shock reflection is retained, while maintaining a LES behavior in the core of the flow. The method is applied to two supersonic test cases:The first case is a non-reacting supersonic flow through a model scramjet combustion chamber. The second case is a supersonic injection experiment with perpendicular carbon dioxide injection into a Mach 1.9 crossflow. RANS and hybrid RANS/LES computations are conducted, compared to each other and to experimental results. Nomenclature CModel constant e energy k turbulent kinetic energy l lenght scale p pressure P r Prandtl number r turbulence mode indicator Sc Schmidt number x, y position µ dynamic viscosity Subscripts k kinetic t turbulent

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Section: A Non-reacting Scramjet Combustor Ductmentioning

confidence: 99%

“…Supersonic model combustor at Institute for Flight Propulsion, Technische Universität München (TUM)8 …”

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Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Makowka

Gurtner

Paukner

et al. 2014

19th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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“…Similar to this, some work is conducted by Kau et al By injecting some extra oxygen and hydrogen, a local flame is formed at the strut back, and stable combustion can be organized around this 'local fire' using methane 31 and hydrogen. 32 Experimental results in Fuhrmann et al 32 show that combustion can be achieved in the combustor center solely on a 2 mm thick strut with the help of the 'local fire'. The blockage due to the strut is 8%, which has dropped more than a half of that used in Sunami et al, 19 which is about 20%.…”

Section: Introductionmentioning

confidence: 97%

Combustion characteristic using O₂-pilot strut in a liquid-kerosene-fueled strut-based dual-mode scramjet

Bao

Zong

et al. 2012

Proceedings of the Institution of Mechanical Engineers, Part G:

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A set of exploratory experiments are conducted to test a newly designed strut for fuel injection and flame holding in a liquid-kerosene-fueled dual-mode scramjet combustor. The thickness of the strut is 8 mm and the front blockage is about 8%. To organize stable combustion in a Mach number equal to 2.6 air flow under this thin strut using room-temperature liquid kerosene in a flash wall combustor without any cavity and other flame holders, some oxygen is injected through a set of orifices at the back of the strut, based on which a stable center local flame is generated at the back of the strut and the main flow combustion can be organized around this local flame. Experimental results show that stable combustion can be achieved at the center of the combustor with a wide range of equivalence ratio from 0.19 to 1 based on this center flame strut strategy. Through the analysis of the pressure distribution along the combustor, different combustor modes appear with different equivalence ratio. The article also gives some discussions about different influence of the oxygen to the combustion process under different equivalence ratio.

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“…An example of this mixing length is shown in figure 1, where the supersonic combustor used at the Institute for Flight Propulsion is depicted. 2 The light red and dark red plumes approximate the distribution of hydrogen by the first two injection stages. The main flow path through the combustor is marked by the grey arrow, while the green blocks mark the secondary wall injectors.…”

Section: Introductionmentioning

confidence: 99%

Pre-Injection Radical Production using Catalytic Fuel Treatment for Scramjet Applications

Paukner

Gurtner

Haidn

2014

19th AIAA International Space Planes and Hypersonic Systems and Technologies Conference

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For scramjet applications at low flight Mach numbers, decreased autoignition temperatures and shortened ignition delay times are essential. The possibility to influence these parameters with preseeded radicals is evaluated numerically using Cantera and a reduced GRI3.0 reaction scheme. It is found that single-digit ppm concentrations of OH-radicals can significantly reduce ignition delay. Combustion experiments are conducted to evaluate the possibility of producing radicals by catalytic fuel pre-treatment in hydrogen-air mixtures. While fuel equivalence ratios below Φ = 11 show an inhibiting effect due to increased water production, very high equivalence ratios show ignition promotion. Possibilities to further increase the ignition enhancement are discussed. Nomenclature Φ [-] equivalence ratio k r [mol, l, s] reaction rate constant A r [mol, l, s] pre-exponential factor T [K] temperature n r [-] factor for extended Arrhenius law E r [cal/mol] activation energy R m [J/(mol K)] ideal gas constant ∆t ign,X [ms] ignition delay time at temperature X p reactor [kPa]overall reactor pressure (absolute) T ignition [K] temperature measured at the reactor exit

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Investigations on Multi-Stage Supersonic Combustion in a Model Combustor

Cited by 8 publications

References 6 publications

Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Combustion characteristic using O₂-pilot strut in a liquid-kerosene-fueled strut-based dual-mode scramjet

Pre-Injection Radical Production using Catalytic Fuel Treatment for Scramjet Applications

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Investigations on Multi-Stage Supersonic Combustion in a Model Combustor

Cited by 8 publications

References 6 publications

Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Semi-Zonal Hybrid RANS/LES Turbulence Modeling with RANS Sensor Based Interfacing Applied to Supersonic Flows

Combustion characteristic using O2-pilot strut in a liquid-kerosene-fueled strut-based dual-mode scramjet

Pre-Injection Radical Production using Catalytic Fuel Treatment for Scramjet Applications

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Combustion characteristic using O₂-pilot strut in a liquid-kerosene-fueled strut-based dual-mode scramjet