CN104359125A - Central igniting mechanism of combustor of scramjet engine - Google Patents
Central igniting mechanism of combustor of scramjet engine Download PDFInfo
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- CN104359125A CN104359125A CN201410595815.9A CN201410595815A CN104359125A CN 104359125 A CN104359125 A CN 104359125A CN 201410595815 A CN201410595815 A CN 201410595815A CN 104359125 A CN104359125 A CN 104359125A
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Abstract
The invention discloses a central igniting mechanism of a combusting chamber of a scramjet engine. The mechanism comprises a front blunt body, a back blunt body, a concave cavity which is formed between the front blunt body and the back blunt body, and flow passage compensating sections, wherein the concave cavity is formed in a main flow; the flow passage compensating sections are positioned on both sides of each of the front blunt body 1 and the back blunt body 2. The mechanism is characterized in that the concave cavity is built in the combusting chamber of the scramjet engine to generate a low-speed recirculation zone, fuel oil is supplied into the low-speed recirculation zone to combust to form a stable sub combustion zone, a supersonic flow is ignited in the stable sub combustion zone to realize the supersonic high-efficiency combustion, and the problem that the main supersonic flow cannot be ignited because the fuel oil and the flame at the position of the concave cavity are not easy to spread to the center of the flow passage is solved. The igniting mechanism disclosed by the invention can realize multi-point and multi-section oil spraying in the center and on the wall surfaces, and the scramjet combustion can be reasonably controlled.
Description
Technical field
The invention belongs to scramjet engine technical field, particularly a kind of scramjet engine combustion chamber center fire mechanism.
Background technology
Because air velocity in scramjet engine combustion chamber is very fast, be greater than velocity of sound, the time that mixed gas stops in combustion chamber only has several millisecond.The mixed gas that directly ignites in Supersonic stream is very difficult, and the igniting in supersonic combustor and flame stabilization are the key technologies that scramjet engine needs solution badly.In order to solve igniting in supersonic airstream and flame stabilization problem, usually utilizing subsonic speed low regime, local to form incendiary source, relying on subsonic combustion district heat and light Supersonic stream, therefore need a structure low speed recirculating zone in flow field.In current existing scramjet engine combustion chamber, cavity is set at wall or assists support plate to be the most frequently used igniting and flame stabilization mode again.Current cavity mechanism is placed on combustion chamber wall surface place, and favourable part is that the flowing in cavity is stablized, and easily realizes igniting, and cavity is little on main flow impact at outside wall surface place, and flow resistance loss is low.But for the scramjet engine that flow area is large, the fuel oil at wall cavity place and flame not easily to the diffusion of runner center, cause a little not ultrasonic main flow.
Summary of the invention
The problem to be solved in the present invention builds cavity in scramjet engine combustion chamber, produce low speed recirculating zone, in low speed recirculating zone, feed oil inflame form stable Ya Ran district, Ya Ran district is utilized to light supersonic flow, realize supersonic speed efficient burning, avoid, because the fuel oil at cavity place and flame are not easily to the diffusion of runner center, causing a little not the problem of ultrasonic main flow.
In order to realize above object, the technical solution used in the present invention is:
A kind of scramjet engine combustion chamber center fire mechanism of the present invention, comprises preposition bluff body, rearmounted bluff body, the cavity formed between preposition bluff body and rearmounted bluff body; Described cavity is arranged in runner.Being subsonics combustion zone in cavity, is main flow area outside cavity.During engine operation, first light the subsonics combustion zone in cavity, then light peripheral main flow area by the subsonics combustion zone in cavity.The size of cavity can regulate by regulating the distance between the height of front and back bluff body and two bluff bodies, thus have adjusted the size of subsonics combustion zone, also just have adjusted the ignition energy size to Supersonic stream.The whole side of cavity is all arranged in runner, increases the contact area in Ya Ran district and super burn district, and to lighting, Supersonic main flow is favourable.
As the further improvement of technique scheme, described ignition mechanism also comprises runner compensator section, and runner compensator section is located near preposition bluff body and rearmounted bluff body.In order to reduce the impact on runner, carrying out flow area compensation, widening circulation area between two side walls and bluff body, to compensate the circulation area that bluff body blocks, circulation area can not be reduced because of the existence of ignition mechanism.By regulating original position and the length of compensator section in flow field, matching with the cavity after bluff body, the wave system tissue after bluff body can be regulated, thus regulate the ratio of subsonics stream and Supersonic stream, the size in control Ya Ran district, regulate flow passage resistance force of waterproof loss.
Another kind as technique scheme improves, and described preposition bluff body is wedge or cone, and the tip of preposition bluff body deviates from cavity, and bottom is near cavity.Preposition bluff body is wedge in binary runner, is cone in axial symmetry runner, is used for weakening the impact that the obstruction of bluff body on supersonic speed flow area brings.By regulating wedge surface angle and the wedge surface length of front bluff body, the oblique shock wave intensity before bluff body can also be controlled, adjustment flow field mechanism.
Another kind as technique scheme improves, and described rearmounted bluff body is wedge or cone, and the tip of rearmounted bluff body deviates from cavity, and bottom is near cavity.Rearmounted bluff body is wedge in binary runner, is cone in axial symmetry runner, for the low regime after preposition bluff body provides support, regulates the position of rearmounted bluff body and size can adjust the size of recirculating zone.Rearmounted bluff body provides the aisle spare of a flaring, weakens circulation area and expands suddenly on the impact of Supersonic Flow, adjustment center fire mechanism after flow field CONCENTRATION DISTRIBUTION and promote downstream flame propagation.Under same structure, during different Mach number, the ratio of recirculating zone flow and main flow flow reduces along with the increase of Mach number, has adaptive-flow effect.
Another kind as technique scheme improves, and described runner compensator section is positioned at preposition bluff body and rearmounted bluff body both sides.The slopes which match of runner compensator section wall mechanism and preposition bluff body and rearmounted bluff body, runner compensator section mates with cavity, controls to swash wave reflection, regulates bluff body sectional area and the ratio of compensator section flow area, realizes Ya Ran district and primary zone Flow-rate adjustment.
In the above engine chamber center fire mechanism technology scheme, preposition bluff body and rearmounted bluff body have the effect of three aspects: one is the spacing by regulating the height of bluff body and preposition bluff body, rearmounted bluff body, can regulate the size of low speed recirculating zone.Two is by regulating preposition bluff body and/or rearmounted bluff body oblique mechanism parameter, can control multishock and system of expanding in runner.Regulate in conjunction with front and back bluff body spacing, adjust the ratio of sub-combustion flow and super burn flow under different free stream Mach number, realize the proportion adjustment of sub-combustion and super burn flow.Three is can arrange oil spout scheme on two bluff body surfaces, meets the petroleum distribution of low speed recirculating zone combustion requirements, the oil spout of runner wall place also can be coordinated to arrange, meet the petroleum distribution of main flow area supersonic combustion requirement.
In binary runner, bluff body is sphenoid, and kerosene sprays into air-flow from four inclined-planes of front and back bluff body; In axial symmetry runner, bluff body is cone, and kerosene sprays into air-flow from two conical surfaces of front and back bluff body.From the fuel oil that preposition bluff body sprays, enter cavity in the inspiration of Aerodynamic force action last volume, in cavity, flow velocity is low, can realize effective igniting and flame stabilization; The fuel oil ejected from rearmounted bluff body is mainly used to be diffused into cavity rear and burns.
Beneficial effect: scramjet engine combustion chamber center fire mechanism provided by the invention compared with prior art has the following advantages:
1, compare with the steady flame of existing support plate: compared to single support plate, the low speed recirculating zone between two bluff bodies of the present invention is larger, and the impact that bluff body is placed on stream field wave system in main flow is also larger, and multishock is adjustable, controlled; Rear bluff body controls recirculating zone size, and under the condition of incoming flow conditions parameter symmetry, the cavity between two bluff bodies produces two symmetrical recirculating zones, under the asymmetrical condition of incoming flow conditions parameter, produces small one and large one two recirculating zones.And due to the existence of rear bluff body, after original single support plate, the runner of sudden expansion obtains mild excessive, and the pitot loss in flow field reduces on the contrary.
2, with existing wall cavity ratio: the present invention is that engine chamber center is heated, and heat utilization ratio is higher, and heat-loss at wall requires to reduce, and supersonic flow fires flame front contact area with Asia and increases, and time of contact is long, and ignition condition is good, and flame propagation is favourable.
3, ignition mechanism of the present invention can realize multiple spot, the sectional injection of center and wall, conservative control super burn burning (before and after front bluff body, rear bluff body, compensator section, oil spout all can be arranged in region etc.).
Accompanying drawing explanation
Fig. 1 is center fire structural scheme of mechanism in scramjet engine combustion chamber of the present invention;
Fig. 2 is the binary scramjet engine integrated model schematic diagram that the present invention applies;
Fig. 3 is the cold conditions planar flow line chart of the cavity internal flow of the combustion chamber center fire mechanism of software simulation;
Fig. 4 is the cold conditions plane Mach number isogram of the cavity internal flow of the combustion chamber center fire mechanism of software simulation;
Fig. 5 is the ignition mechanism contrast schematic diagram with or without compensator section;
Fig. 6 is the cross section quality average total pressure axial distribution comparison diagram with or without compensator section;
Fig. 7 is that the different length-width ratio L/H(of cavity and forward and backward bluff body spacing are different) time cold conditions cross section quality average total pressure axial distribution figure;
Fig. 8 is that the different length-width ratio L/H(of cavity and forward and backward bluff body spacing are different) time cold conditions cross section quality average Mach number axial distribution figure;
Fig. 9 is the cold conditions cross section quality average total pressure axial distribution figure under cavity differing heights (L/H is identical);
Figure 10 is the cold conditions cross section quality average Mach number axial distribution figure under cavity differing heights (L/H is identical);
Figure 11 is the cold conditions cross section quality average total pressure axial distribution figure under bluff body different cone angle α;
Figure 12 is the cold conditions cross section quality average Mach number axial distribution figure under bluff body different cone angle α;
Figure 13 is support plate and wall curved cavity schematic diagram;
Figure 14 is the axial pressure distribution comparison diagram of cold conditions of ignition mechanism of the present invention and support plate curved cavity.
Figure 15 is the axial Mach Number Distribution comparison diagram of cold conditions of ignition mechanism of the present invention and support plate curved cavity.
Figure 16 is the hot axial pressure distribution comparison diagram of ignition mechanism of the present invention and support plate curved cavity.
Figure 17 is that the hot axial stagnation temperature profiles versus of ignition mechanism of the present invention and support plate curved cavity schemes.
Detailed description of the invention
Below in conjunction with accompanying drawing, a kind of scramjet engine combustion chamber center fire mechanism that the present invention proposes is described in detail.
The present embodiment is the application of ignition mechanism of the present invention in binary scramjet engine.As shown in Figure 2, binary scramjet engine comprise connect successively air intake duct 5, venturi 6 and combustion chamber 7.As shown in Figure 1, a kind of scramjet engine combustion chamber center fire mechanism disclosed by the invention, comprises preposition bluff body 1, rearmounted bluff body 2, the cavity 3 formed between preposition bluff body 1 and rearmounted bluff body 2; Described cavity 3 is arranged in runner.By welding steel between bluff body and wall, fix preposition bluff body 1 and rearmounted bluff body 2.
Described ignition mechanism also comprises runner compensator section 4, and runner compensator section 4 is positioned at preposition bluff body 1 and rearmounted bluff body 2 both sides; The slopes which match of runner compensator section 4 wall mechanism and preposition bluff body 1 and rearmounted bluff body 2, runner compensator section 4 mates with cavity 3.
Described preposition bluff body 1 is wedge (at diadactic structure) or cone (at axially symmetric structure), and the tip of preposition bluff body 1 deviates from cavity 3, and bottom is near cavity 3.Described rearmounted bluff body 2 is also wedge or cone, and the tip of rearmounted bluff body 2 deviates from cavity 3, and bottom is near cavity 3.
To scramjet engine combustion chamber, center fire mechanism carries out analog detection and contrast:
1, use business cfdrc fluent, carried out numerical simulation to scramjet engine combustion chamber binary model, use K-w Turbulent Model and SIMPLE algorithm, the discrete of each parameter all adopts Second-order Up-wind form; Engine intake is set to far field flow, import Ma=6, and outlet is set to pressure export.As shown in Figure 3, under detection numerical result is presented at the effect of two central bluff bodies, a pair recirculating zone is defined; As can be seen from Figure 4, cavity place main region air velocity in 0 to 1Ma scope, for success of lighting a fire creates good low-speed flow condition with stabilizing the flame.
2, the comparison of compensator section whether is had.
Whether Fig. 5 has two kinds of Structure Comparison schematic diagrames of compensator section 4, these two kinds of structures is carried out at the same conditions to the numerical simulation in flow field.Both differences in pitot loss of com-parison and analysis, result as shown in Figure 6: obviously, have a structure of compensator section, flow field loss is less; And when not having compensator section, sudden contraction and the unexpected expansion of runner all bring larger pitot loss.
3, the comparison under different cavity length to height ratio L/H.
Under the condition that central bluff body cone angle=30 degree, high H=30mm are constant, change two bluff body spacing L and be respectively 50mm, 70mm, 100mm, 120mm, carry out the numerical simulation of cold flow field and combustion conditions under different L/H respectively.
As shown in Figure 7 and Figure 8, when bluff body spacing increases, the loss in flow field also increases, and pitot loss increases relatively, and Mach number reduces relatively in result display, and the stagnation temperature after burning also starts to reduce.And spacing is too little, in the numerical simulation result of burning, the flame that recirculating zone produces is not enough to the combustion gas of lighting cavity rear, and combustion chamber major part Supersonic stream is not lighted.Reasonably cavity length-width ratio is between 2.5 to 3.5.
4, the comparison under different bluff body height (cavity height) H.
Under the condition that cone angle=10 degree, L/H=2.5 are constant, change bluff body height and be respectively 20mm and 30mm, carried out the numerical simulation of cold flow field and burning respectively.
The analysis result of cold flow field is as shown in Figure 9 and Figure 10: along with the increase of bluff body height, and the pitot loss in flow field increases, and Mach number reduces.But be not that bluff body height is the smaller the better, when the flow field of simulated combustion, bluff body height is too little, and the recirculating zone of generation is too narrow, be unfavorable for lighting the combustion gas of cavity outside main.But bluff body height is too large, and pitot loss also increases, and in order to carry out runner compensation, engine height herein increases greatly thereupon.
5, the comparison under different bluff body cone angle.
Under keeping the constant condition of length-width ratio L/H=2.5 of bluff body height H=30, cavity, change bluff body cone angle, carried out the numerical simulation of cold flow field and burning respectively.
The interpretation of result of cold flow field is as is illustrated by figs. 11 and 12: bluff body cone angle is less, the disturbance of stream field is less, but peaceful slow transition causes the mass exchange of recirculating zone and main flow to reduce, and (under 10 degree of cone angles, the flow of mass exchange accounts for mainstream ratios is 1%, then can 5% be reached under 30 degree of cone angles), the Supersonic stream that is unfavorable for igniting mixes gas; But cone angle is too large, and stream field, adds pitot loss, and flowing down at a high speed, the stability of flowing is a greater impact, and separated vorticcs appears more recirculating zone, in main flow near wall place.
Namely the cone angle of 20 degree avoids stream field and brings too large loss, and Supersonic main flow of also igniting under the sizeable condition of cavity mixes gas.
6, the comparing of ignition mechanism of the present invention (i.e. central bluff body structure) and support plate curved cavity.
As shown in figure 13, it comprises a support plate in main flow and a wall cavity to support plate curved cavity schematic diagram.In order to compare, in central bluff body structure, choose proper size: α=20 degree, H=30mm, L=75mm.In support plate curved cavity, cavity size is selected with cavity in central bluff body structure in the same size, and support plate size is 1/2 of bluff body.
In cold flow field, as shown in Figure 14 and Figure 15: the central bluff body structure under this size and the pitot loss of support plate curved cavity and Mach Number Distribution all closely similar.
This result is simulated as shown in figure 16: both are more or less the same by axial pressure distribution at heat state combustion.But as shown in figure 17, in stagnation temperature axial distribution, the structure that the stagnation temperature of center fire structure is combined apparently higher than support plate with wall cavity.Static pressure is also like this.
Claims (5)
1. a scramjet engine combustion chamber center fire mechanism, is characterized in that: comprise preposition bluff body (1), rearmounted bluff body (2), the cavity (3) formed between preposition bluff body (1) and rearmounted bluff body (2); Described cavity (3) is arranged in runner.
2. scramjet engine combustion chamber center fire mechanism according to claim 1, is characterized in that: described ignition mechanism also comprises runner compensator section (4), runner compensator section (4) is located near preposition bluff body (1) and rearmounted bluff body (2).
3. scramjet engine combustion chamber center fire mechanism according to claim 1, is characterized in that: described preposition bluff body (1) is wedge or cone, and the tip of preposition bluff body (1) deviates from cavity (3), and bottom is near cavity (3).
4. scramjet engine combustion chamber center fire mechanism according to claim 1, is characterized in that: described rearmounted bluff body (2) is wedge or cone, and the tip of rearmounted bluff body (2) deviates from cavity (3), and bottom is near cavity (3).
5. scramjet engine combustion chamber center fire mechanism according to claim 2, is characterized in that: described runner compensator section (4) is positioned at preposition bluff body (1) and rearmounted bluff body (2) both sides; The slopes which match of runner compensator section (4) wall mechanism and preposition bluff body (1) and rearmounted bluff body (2), runner compensator section (4) mates with cavity (3).
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| CN201410595815.9A CN104359125B (en) | 2014-10-30 | 2014-10-30 | Central igniting mechanism of combustor of scramjet engine |
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| CN201410595815.9A CN104359125B (en) | 2014-10-30 | 2014-10-30 | Central igniting mechanism of combustor of scramjet engine |
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| CN104359125B CN104359125B (en) | 2017-02-01 |
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Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109210573A (en) * | 2018-08-10 | 2019-01-15 | 江苏大学 | A kind of Novel variable-section aeroengine combustor buring room |
| CN109340818A (en) * | 2018-09-29 | 2019-02-15 | 南京航空航天大学 | A kind of engine chamber with guidance combustion chamber |
| CN109539312A (en) * | 2018-10-12 | 2019-03-29 | 南京航空航天大学 | A kind of space cavity Asia combustion guidance combustion chamber and engine chamber |
| CN110425572A (en) * | 2019-07-23 | 2019-11-08 | 哈尔滨工业大学 | Porous single-column shape fuel supply structure for supersonic aircraft punching engine |
| CN111023150A (en) * | 2019-12-11 | 2020-04-17 | 中国空气动力研究与发展中心 | Extension plate for combustion chamber |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111023150B (en) * | 2019-12-11 | 2021-07-27 | 中国空气动力研究与发展中心 | Extension plate for combustion chamber |
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