Parametric Study of Fuel Distribution Effects on a Kerosene-Based Scramjet Combustor

Yang, Jun; Wu, Xuezhong; Wang, Zhenguo

doi:10.1155/2016/7604279

Cited by 7 publications

(3 citation statements)

References 29 publications

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“…Fuel ignition delay time is higher with lower fuel density, kinematic viscosity and fuel/air surface tension. Also longer ignition delay time were observed with component fuels of higher fuel volatility as measured by boiling point and vapor pressure [20,21]. Reflecting this information on the considered Propane gas fuel, at 15 °C; Propane gas density 2.42 kg/m 3 [22] is lower than Jet A fuel liquid density [23] 813 kg/m 3 and therefore longer ignition delay time.…”

Section: Methodsmentioning

confidence: 96%

Jet A and Propane gas combustion in a turboshaft engine: performance and emissions reductions

Hasan

Haidn

2021

SN Appl. Sci.

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The Paris Agreement has highlighted the need in reducing carbon emissions. Attempts in using lower carbon fuels such as Propane gas have seen limited success, mainly due to liquid petroleum gas tanks structural/size limitations. A compromised solution is presented, by combusting Jet A fuel with a small fraction of Propane gas. Propane gas with its relatively faster overall igniting time, expedites the combustion process. Computational fluid dynamics software was used to demonstrate this solution, with results validated against physical engine data. Jet A fuel was combusted with different Propane gas dosing fractions. Results demonstrated that depending on specific propane gas dosing fractions emission reductions in ppm are; NOx from 84 to 41, CO2 from less than 18,372 to less than 15,865, escaping unburned fuels dropped from 11.4 (just Jet A) to 6.26e-2 (with a 0.2 fraction of Propane gas). Soot and CO increased, this is due to current combustion chamber air mixing design.

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Section: Methodsmentioning

confidence: 96%

Jet A and Propane gas combustion in a turboshaft engine: performance and emissions reductions

Hasan

Haidn

2021

SN Appl. Sci.

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“…Three operation mode parameters, heat flux, outlet pressure, and mass flow rate, were selected as design variables, while the bulk temperature, wall temperature, and mass fraction of unreacted kerosene at outlet as performance indexes. As a statistical method, the Optimal Latin Hypercube method was employed to better explore the design space for design of experiments [37,38] (listed in Table 1); then, 256 sampling points were obtained, which spread evenly and afford to capture higher-order effects.…”

Section: Cooling Performancementioning

confidence: 99%

Numerical Study on Regenerative Cooling Characteristics of Kerosene Scramjets

Xuan

Shen

2020

International Journal of Aerospace Engineering

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The use of kerosene-based regenerative cooling for scramjet has been found widespread attention due to its inherent nature of high energy utilization efficiency and good thermal protection performance. In order to provide a reference for the later design and experiments, three-dimensional turbulence simulations and sensitivity analysis were performed to determine the effects of three operating mode parameters, heat flux, mass flow rate, and outlet pressure, on the regenerative cooling characteristics of kerosene scramjets. A single rectangular-shaped channel for regenerative cooling was assumed. The RNG k-ε turbulence model and kerosene cracking mechanism with single-step global reaction were applied for the supercritical-pressure heat transfer of kerosene flows in the channel. Conclusions can be drawn that as the kerosene temperature rises along the channel, the decrease of fluid density and viscosity contributes to increasing the fluid velocity and heat transfer. When the kerosene temperature is close to the pseudocritical temperature, the pyrolysis reaction results into the rapid increase of fluid velocity. However, the heat transfer deterioration occurs as the specific heat and thermal conductivity experience their turning points. The higher heat flux leads to lower heat transfer coefficient, and the latter stops rising when the wall temperature reaches the pseudocritical temperature. The same rising trend of the heat transfer coefficient is observed under different outlet pressures, but the heat transfer deterioration occurs earlier at smaller outlet pressure for the reason that the corresponding pseudocritical temperature decreases. The heat transfer coefficient increases significantly along with the rise of the mass flow rate, which is mainly attributable to the increase of Reynolds number. Quantitative results indicate that as the main influence factors, the heat flux and mass flow rate are respectively negatively and positively relative to the intensification of heat transfer, but outlet pressure always has little effects on cooling performance.

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“…However, the flameholder, such as cavity [8] and strut [9], is essential under Mach 5 flight condition. The cavity flameholder [10], which evolves from the backward-facing step [11], has advantages over other flameholding schemes due to its low resistance and structural simplicity. The characteristics of the cavity have been extensively studied for the rectangular cross-section scramjet [12].…”

Section: Introductionmentioning

confidence: 99%

Numerical Investigation of an Axisymmetric Model Scramjet Assisted with Cavity of Different Aft Wall Angles

Sun

Zhao

et al. 2021

International Journal of Aerospace Engineering

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An axisymmetric model scramjet assisted with cavity flameholder is numerically investigated. Three-dimensional Reynolds-averaged Navier-Stokes simulation is carried out to reveal the fuel mixing and combustion characteristics. The simulation results show reasonable agreements with experimental data. The analysis indicates that the axisymmetric and rectangular scramjet has some similarities to the cavity shear layer in the nonreacting flow field. The configuration of the cavity shear layer changes hugely due to the significant chemical reaction and heat release in the reacting flow field. Typically, two more configurations with different cavity aft wall angles are compared with the experimental configuration to optimize the configuration of the cavity. When the cavity aft wall angle is small, the cavity shear layer bends to the cavity floor and more fuel enters into and stays in the cavity, which results in poor fuel mixing performance. With the increase of the aft wall angle, the fuel distributes more uniformly and the fuel mixing efficiency improves. In the reacting flow field, the volume of the cavity full of hot products and free radicals increases while the interaction between the cavity and main flow decreases with the increase of the aft wall angle. The improved combustion efficiency shows that larger cavity volume weighs more than reduced interaction between the cavity and main flow. The combustion is more violent in the case with a larger aft wall angle. Therefore, a proper increase of the aft wall angle is beneficial to the performance of cavity-assisted axisymmetric scramjet when designing the cavity flameholder.

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Parametric Study of Fuel Distribution Effects on a Kerosene-Based Scramjet Combustor

Cited by 7 publications

References 29 publications

Jet A and Propane gas combustion in a turboshaft engine: performance and emissions reductions

Jet A and Propane gas combustion in a turboshaft engine: performance and emissions reductions

Numerical Study on Regenerative Cooling Characteristics of Kerosene Scramjets

Numerical Investigation of an Axisymmetric Model Scramjet Assisted with Cavity of Different Aft Wall Angles

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