Towards replacement of turbofan engines afterburners with pulse detonation devices. I
Towards replacement of turbofan engines afterburners with pulse detonation devices. I
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DOI：
10.2514/6.2001-3470
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发表时间：
2001-07
期刊：
影响因子：
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通讯作者：
M. Mawid;T. Park;Wright-Patterson Afb
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文献类型：
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作者：
M. Mawid;T. Park;Wright-Patterson Afb
在给定的海平面静态功率条件和发动机尺寸下，对在涡扇发动机尾部放置脉冲爆震装置作为一种新的脉冲爆震加力燃烧室概念(PDAC)的可行性进行了评估。对一台带脉冲爆震加力燃烧室的涡扇发动机进行了研究，得到了其性能。对采用常规加力燃烧室和采用脉冲爆震加力燃烧室的涡扇发动机的推力、SFC和比推力进行了计算和比较。采用多维CFD和循环分析的方法，得到了采用脉冲爆震加力燃烧室概念的涡扇发动机性能随发动机流过脉冲爆震装置的发动机核心流量分数的变化规律。结果表明，发动机的总推力、SFC和比推力性能随脉冲爆震室内允许的发动机芯流分数的增加而提高。然而，采用脉冲爆震加力燃烧室的涡扇发动机的预测总推力、SFC和比推力均低于采用常规爆燃加力燃烧室的涡扇发动机。采用脉冲爆震加力燃烧室的涡扇发动机性能的降低是由于爆震室内核心流动产物分数增加，降低了初始混合气的燃空比，并且在推力分析中忽略了脉冲爆轰排气流动量。因此，有必要对脉冲爆震排气流动量和发动机喷管性能进行分析。1成员AIAA版权所有©2001，作者。由美国航空航天研究所出版，经许可。术语A=恒定截面面积A/B=加力燃烧室Favg=平均推力Fpr=风扇压力比F=循环频率M质量=质量平均马赫数OPR=总压比P(T)=管壁非定常压力P(T)=作用在推力壁左侧的压力P质量=NIASS平均初始混合气压力PPH=IBM/hr SFC=比油耗Tcycie=循环时间T爆轰=爆轰时间Tfin=充填时间=起爆时间=质量平均初始混合物温度=吹扫时间t=时间Yi=混合物质量分数=当量比
The feasibility of placing pulse detonation devices in the rear of a turbofan engine as a new pulse detonation afterburner concept (PDAC) has been assessed in the present study for a given sea level static power condition and an engine size. A turbofan engine with a pulse detonation afterburner was studied and its performance was obtained. The thrust, SFC and specific thrust of a turbofan engine with a conventional afterburner and with the new pulse detonation afterburner concept were calculated and compared. The turbofan engine performance with the new pulse detonation afterburner concept was obtained using multidimensional CFD and cycle analysis as a function of the engine core flow fraction passing through the pulse detonation device. The results showed that the engine performance, in terms of total thrust, SFC and specific thrust, is improved as the engine core flow fraction allowed in the pulse detonation chamber is increased. However, the predicted total thrust, SFC and specific thrust of the turbofan engine with a pulse detonation afterburner fall short than those of a turbofan engine with a conventional deflagration combustion afterburner. The reduction in the turbofan engine performance with a pulse detonation afterburner was attributed to the reduction in initial mixture fuel-air ratio as the core flow products fraction inside the detonation chamber is increased and the neglect of the pulse detonation exhaust stream momentum in the thrust analysis. An analysis, which would address the pulse detonation exhaust stream momentum and the engine nozzle performance, is therefore warranted. 1 Member AIAA Copyright © 2001 by the authors. Published by the American Institute of Aeronautics and Astronautics, Inc., with permission. NOMENCLATURE A = constant cross-sectional area A/B = afterburner Favg = average thrust FPR = fan pressure ratio F = cycle frequency Mmass = mass averaged Mach number OPR = overall pressure ratio P(t) = unsteady pressure at the tube wall Pdrag = pressure acting on left side of thrust wall Pmass = niass averaged initial mixture pressure PPH = Ibm/hr SFC = specific fuel consumption Tcycie = cycle time Tdetonation= detonation time Tfin = filling time = initiation time = mass averaged initial mixture temperature = purging time t = time yi = mixture mass fraction = mixture equivalence ratio