多工作模态下凹腔驻涡超级燃烧室点火特性研究

钟世林; 彭维康; 康玉东; 邓远灏; 张飞; 曾嵘; 侯凌云

doi:10.13224/j.cnki.jasp.20250603

多工作模态下凹腔驻涡超级燃烧室点火特性研究

doi: 10.13224/j.cnki.jasp.20250603

钟世林^{1, 2,},
彭维康^{2, 3},
康玉东²,
邓远灏²,
张飞²,
曾嵘³,
侯凌云¹

1.
清华大学航空发动机研究院，北京 100084
2.
中国航发四川燃气涡轮研究院，成都 610500
3.
南京航空航天大学能源与动力学院，南京 210016

详细信息

作者简介:
钟世林（1975-），男，研究员，博士，主要从事航空发动机燃烧室研究。E-mail：zhongslcgte@sohu.com

中图分类号: V231.2
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出版历程
- 收稿日期: 2025-12-27
- 网络出版日期: 2026-03-17

Investigation on the ignition characteristics of trapped vortex cavity hyper-burner under multi-modes

1.
Institute for Aero Engine，Tsinghua University，Beijing 100084，China
2.
Sichuan Gas Turbine Establishment，Aero Engine Corporation of China，Chengdu 610500，China
3.
College of Energy and Power Engineering，Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China

摘要

摘要:
基于采用转动式后涵道引射器的凹腔驻涡超级燃烧室矩形实验件开展了模态转换过渡态点火实验和数值研究，引射器出口马赫数为0.21～0.32，涡轮和冲压进气温度为700 K和310 K。研究表明：点火后，燃烧室温度上升延后，火焰强度阶梯式上升；5～10 ms凹腔火焰基本稳定，35 ms内燃烧室火焰基本稳定；火焰强度与油量正相关，低油量时为凹腔稳焰形态，高油量时为凹腔加径向稳定器稳焰形态；引射器角度为0°～4.6°，凹腔气温由700 K降至310 K，需提升当量比实现固定点火能量下点火，当量比由0.33增至1.21；4.6°～13.8°，凹腔进气速度降低，索太尔平均直径（SMD）增加，要维持猝熄距离，当量比进一步增加至2.26；13.8°～23°，凹腔进气速度增加，SMD减小，当量比降低至1.43；贫油点火边界与凹腔进气速度负相关，因此调节规律设计时，应以凹腔进气速度平稳为目标。
- 超级燃烧室 /
- 凹腔驻涡 /
- 多工作模态 /
- 点火特性 /
- 火焰稳定
Abstract:
Ignition experiments and numerical simulations were conducted on a trapped vortex cavity hyper-burner using a rectangular test rig with rotating rear variable area bypass injector, covering turbine, transition, and ramjet modes. The study involved ejector exit Mach numbers ranging from 0.21 to 0.32, with inlet temperatures of 700 K for the turbine mode and 310 K for the ramjet mode. The results indicated that following ignition, the lag in the combustor temperature rise affected fuel evaporation, leading to a stepwise increase in flame intensity. The flame in the cavity achieved stabilization between 5 and 10 ms, while the global flame in the combustor stabilized within 35 ms. Flame intensity was positively correlated with the fuel flow rate; at low fuel flow rates, the flame was stabilized solely by the cavity, whereas at high flow rates, it was stabilized by both the cavity and the radial stabilizer. Regarding the influence of the ejector angle: from 0° to 4.6°, the cavity air temperature dropped from 700 K to 310 K, requiring the equivalence ratio to increase from 0.33 to 1.21 to achieve ignition with fixed ignition energy; from 4.6° to 13.8°, the cavity inlet velocity decreased while the Sauter mean diameter (SMD) increased, necessitating a further increase in the equivalence ratio to 2.26 to maintain the quenching distance; from 13.8° to 23°, the cavity inlet velocity increased and the SMD decreased, allowing the equivalence ratio to drop to 1.43. It was concluded that the lean ignition limit was negatively correlated with the cavity inlet velocity. Consequently, the design of the regulation control law should prioritize the stabilization of the cavity inlet velocity.
- hyper-burner /
- trapped vortex cavity /
- multi-modes /
- ignition characteristics /
- flame stabilization

HTML

图 1 凹腔驻涡超级燃烧室矩形模型

Figure 1. Model of hyper-burner with trapped vortex cavity

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图 2 点火实验系统示意图

Figure 2. Schematic diagram of the ignition test system

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图 3 流场可视化实验系统示意图

Figure 3. Schematic diagram of the flow visualization test system

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图 4 PIV和点火实验观察窗示意图

Figure 4. Schematic diagram of viewing windows for PIV and ignition tests

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图 5 凹腔处网格

Figure 5. Grid for cavity

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图 6 观测截面示意图

Figure 6. Schematic of observation sections

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图 7 网格无关性验证结果

Figure 7. Verification of grid independence

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图 8 α=4.6°时实验与CFD径向速度分布

Figure 8. Experimental and CFD radial velocity distributions when α=4.6°

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图 9 α=9.2°时实验与CFD径向速度分布

Figure 9. Experimental and CFD radial velocity distributions when α=9.2°

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图 10 展向截面1，凹腔和径向稳定器流线图

Figure 10. Streamlines in the cavity and radial stabilizer at spanwise section 1

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图 11 展向截面2，凹腔和径向稳定器流线图

Figure 11. Streamlines in the cavity and radial stabilizer at spanwise section 2

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图 12 α=0°时着火过程火焰形态

Figure 12. Evolution of flame patterns during ignition when α=0°

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图 13 α=0°时着火过程火焰平均亮度

Figure 13. Mean flame intensity during ignition when α=0°

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图 14 α=4.6°时着火过程火焰形态

Figure 14. Evolution of flame patterns during ignition when α=4.6°

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图 15 α=4.6°时着火过程火焰平均亮度

Figure 15. Mean flame intensity during ignition when α=4.6°

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图 16 α=9.2°时着火过程火焰形态

Figure 16. Evolution of flame patterns during ignition when α=9.2°

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图 17 α=9.2°时着火过程火焰平均亮度

Figure 17. Mean flame intensity during ignition when α=9.2°

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图 18 α=23°时着火过程火焰形态

Figure 18. Evolution of flame patterns during ignition when α=23°

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图 19 α=23°时着火过程火焰平均亮度

Figure 19. mean flame intensity during ignition when α=23°

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图 20 凹腔稳焰机理

Figure 20. Flame stabilization mechanism of cavity

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图 21 不同调节板角度点火边界燃油流量

Figure 21. Ignition boundary fuel flow rates at different adjustment plate angles

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图 22 不同角度点火边界当量比

Figure 22. Ignition boundary equivalence ratio at different different adjustment plate angles

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图 23 不同凹腔前壁进气速度点火边界当量比

Figure 23. Ignition boundary φ at different cavity front-wall inlet velocities

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表 1 进口参数

Table 1. Inlet parameters

调节板角度/（°）	冲压进口温度/K	涡轮进口温度/K	总流量/（kg/s）	引射器出口平均马赫数
0		700	1.5	0.32
4.6	310	700	1.5	0.27
9.2	310	700	1.5	0.27
13.8	310	700	1.5	0.27
23	310		1.5	0.21

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表 2 测试参数、测试范围和测试精度

Table 2. Schematic of the flow visualization test system

参数	测试方法	测试范围	精度/%
总温/K	K型热电偶	800	0.4
总压/Pa	压力传感器	0～10⁵	0.5
静压/Pa	压力传感器	0～10⁵	0.5
总进气流量/（kg/s）	孔板流量计	0～2	1
冲压进气流量/（kg/s）	涡街流量计	0～1.5	1.5

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表 3 涡轮模态和冲压模态稳态进口气流参数

Table 3. Steady-state inlet flow parameters for turbo and ram modes

引射器角度/（°）	凹腔总进气流量/（kg/s）	凹腔进气温度/K	前壁进气速度/（m/s）	后壁进气速度/（m/s）
0	0.0668	700	188	121
4.6	0.1120	310	125.5	90.5
9.2	0.0686	310	83	60
13.8	0.0362	310	44.2	32.2
23	0.0611	310	79	57

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