Experimental and numerical investigations of freejet and direct-connect dual-mode scramjet
Experimental and numerical investigations of freejet and direct-connect dual-mode scramjet
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自由喷气和直连双模超燃冲压发动机的实验和数值研究
DOI：
10.1016/j.ast.2018.02.004
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发表时间：
2018-04
影响因子：
5.6
通讯作者：
Zhang Shunping
中科院分区：
文献类型：
--
作者：
Xiao Baoguo;He Can;Xing Jianwen;Zhang Shunping
为了了解超燃冲压发动机的运行情况，本文通过实验和数值模拟对直连式和自由喷射双模超燃冲压发动机测试进行了比较。符合飞行马赫数6.0的条件，隔离器入口流动条件达到马赫数3.0、总温度1500 K、总压力2.1 MPa。基于这些参数，进行了当量比0.6-600和1.0-604的两次测试。在实验中，测量了燃烧器下壁中心线处的压力。对燃烧室的马赫数分布、隔离器内的激波结构以及燃烧室的放热进行了仿真并进行了比较。实验结果表明，测量的压力与数值计算的结果相符。仿真结果表明，当燃烧工况为1.0~604时，自由喷射试验时燃烧室工作在冲压模式，直连试验时燃烧室工作在急停模式。当情况为0.6~600时，自由喷射和直连测试中的燃烧室都以急停模式运行。此外，当发动机在相同燃烧模式下运行时，自由喷射试验的比推力与直连试验的比推力存在显着差异。对于情况 1.0–604，推力差异为 4.38%，对于情况 0.6–600，差异为 8.19%。此外，两次试验还分析了放热对推力性能的影响。
To understand scramjet operations, comparisons between direct-connect and freejet dual-mode scramjet tests were investigated in this paper via experiment and numerical simulation. Being in accord with the condition of flight Mach number 6.0, the inlet flow conditions of the isolator were achieved with Mach number 3.0, total temperature 1500 K and total pressure 2.1 MPa. Based on these parameters, two tests with equivalence ratio 0.6–600 and 1.0–604 were carried out. In the experiment, pressure at the centerline of the combustor down wall was measured. Simulation including the Mach number distribution at the combustion chamber, the shock wave structures in the isolator, and heat release of the combustor were proceeded and compared. Experimental results show that the measured pressures match the numerically calculated outcomes. Simulation results show that when the combustion case is 1.0–604, the combustor operates in the ram-mode for the freejet test while it is in the scram-mode for the direct-connect test. When the case is 0.6–600, the combustor in both freejet and direct-connect tests operates in the scram-mode. In addition, the specific thrust in the freeject test presents a prominent difference to that in the direct-connect test when the engine operates in the same combustion mode. For case 1.0–604, the thrust difference is 4.38% and for case 0.6–600, the discrepancy is 8.19%. Besides, influence of the heat release on the thrust performance was analyzed for the two tests.
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