Effect of cooling flow deviation on flight velocity region of scramjet
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摘要:
针对碳氢燃料流量偏差问题对超燃冲压发动机马赫数许用上限影响的问题，建立准一维燃烧与冷却耦合模型，同时对其进行了验证，作为总体分析工具；仿真结果表明：超燃冲压发动机工作范围受流量偏差的影响，以流量偏差
β =−0.5为例，流量偏差将使得发动机飞行马赫数上限从Ma= 6降低至Ma= 5，说明流量偏差将严重限制发动机的安全运行速域，影响飞行任务；通过对比分析不同燃烧与冷却设计，如逆流冷却、两点喷油、偏差起始位置、最大许用壁温/油温等，对飞行马赫数上限的影响机制，发现其可减弱流量偏差，拓宽发动机工作范围；最后基于分级节流流量偏差抑制方法的试验数据，分析了此方法拓宽发动机工作范围的能力，发动机工作速域上限整体拓宽接近1个马赫数范围。Abstract:The influence of hydrocarbon fuel flow deviation on the allowable Mach number upper limit of scramjet was focused and researched. A quasi-one-dimensional coupling model of combustion and cooling was established and verified as an overall analysis tool. The simulation results showed that the working range of scramjet was seriously affected by the flow deviation. Taking the flow deviation $ \,\beta $=−0.5 as an example, the flow deviation lowered the upper limit of the engine flight Mach number from
Ma= 6 toMa= 5, indicating that the flow deviation seriously restrained the safe operating speed range of the engine and affected the flight mission. The influencing mechanism of different combustion and cooling designs on the upper Mach number limit was compared and analyzed, such as counter flow cooling, multi-stage fuel injection, flow deviation initial position, and maximum wall/fuel temperature. The flow deviation was suppressed and the flight Mach number range was broadened. Finally, based on the experimental data of the cascade-throttle flow deviation suppression method, the upper flight Mach number limit of the engine was extended by 1 Mach number.-
Key words:
- hydrocarbon fuel /
- regenerative cooling /
- flow deviation /
- flight Mach number /
- engine performance /
- scramjet
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图 4 管外壁温度对比验证
Figure 4. Verification of outside wall temperature along flowing direction
图 6 冷却燃料流量偏差对发动机工作边界的影响
Figure 6. Operational boundaries under different fuel flow deviations
图 7 冷却燃料流量偏差对壁温分布影响
Figure 7. Wall temperature distribution under fuel mal-distribution
图 8 燃料流量偏差对转化率分布的影响
Figure 8. Fuel conversion rate distribution under fuel mal-distribution
图 10 顺/逆流冷设置下发动机工作边界
Figure 10. Operational boundaries under counter/parallel cooling setup
图 11 顺/逆流冷却时壁温和油温分布
Figure 11. Wall and fuel temperature distributions with parallel/counter cooling
图 13 不同流量偏差条件下顺/逆流冷却壁温分布
Figure 13. Wall temperature in parallel/counter cooling under different flow deviation conditions
图 14 逆流冷却$ {\Delta }{{T}}_{\rm{counter}} $与顺流冷却$ {\Delta }{{T}}_{\rm{parallel}} $之比
Figure 14. Ratio of counter cooling $ {\Delta }{{T}}_{\rm{counter}} $ to parallel cooling $ {\Delta }{{T}}_{\rm{parallel}} $
图 15 逆流冷却热流与顺流冷却热流之比
Figure 15. Ratio of counter cooling heat flow to parallel cooling heat flow
图 16 不同飞行马赫数时燃烧室沿程总温变化
Figure 16. Total temperature in the combustor versus Mach number
图 22 两点喷油时流量偏差对发动机工作边界影响
Figure 22. Operational boundaries under double-point injection
图 23 不同喷油方式下温度分布情况
Figure 23. Temperature distributions under different injection schemes
图 24 不同喷油方式下热流分布情况
Figure 24. Heat flux distributions under different injection schemes
图 25 不同壁面许用温度下发动机工作边界
Figure 25. Operational boundaries under different solid temperature limits
图 26 流量偏差抑制对于发动机工作边界的拓展
Figure 26. Expansion of engine operational boundary by controlling the flow rate deviation
表 1 燃烧室入口条件
Table 1. Inlet conditions of combustor
参数 Ma=5 Ma=5.5 Ma=6 Ma=6.5 Ma=7 进口马赫数Main 2.4 2.7 3 3.25 3.5 进口总压pt_in/MPa 1.35 1.91 2.73 3.82 5.26 进口总温Tt_in/K 1217.1 1433.5 1680.0 2102.8 2413.6 
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表 2 燃料温度对发动机速域限制作用
Table 2. Effect of fuel temperature limit on the upper flight Mach number limit
当量比 碳氢燃料最高温度/K Ma=5
（β=−0.3）Ma=5.5
（β=0）Ma=5
（β=0）1 896.66 897.80 862.10 0.9 904.03 904.06 865.23 0.8 916.04 913.94 869.13 0.7 940.23 931.92 874.52 0.6 979.13 882.98 0.5 899.12 0.4 950.12
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