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Acta Astronautica
journal homepage: www.elsevier.com/locate/actaastro
a r t i c l e i n f o
abstract
Article history:
Received 28 January 2012
Accepted 5 February 2012
Available online 28 March 2012
Keywords:
Detonation
Engine
Propulsion
Thermodynamic efciency
Combustion
Transition
1. Introduction
One of the schemes for producing enhanced thrust at
both static and dynamic conditions is pulse detonations.
Thermodynamic efciency of ChapmenJouget detonation as compared to other combustion modes is due to
the minimal entropy of the exhaust jet. Based on this
efforts have been made during the past several decades to
show that proper utilization of the operation cycle does
result in improved performance. However, there are
several issues in developing this technology, which represent scientic and technological challenges. The success
in resolving these problems will determine the implementation of pulse detonation propulsion.
The control of detonation onset is of major importance
in pulse detonating devices. The advantages of detonation
over constant pressure combustion bring to the necessity
$
The present investigation was supported by Russian Foundation for
Basic Research Grant 10-03-00789.
n
Corresponding author at: Moscow M.V. Lomonosov State University,
Vorobievy Gory, 1, 119899 Moscow, Russian Federation.
Fax: 7 095 939 4995.
E-mail addresses: mech.math.msu@rambler.ru,
vrdush@rambler.ru (V.R. Dushin).
0094-5765/$ - see front matter & 2012 Elsevier Ltd. All rights reserved.
doi:10.1016/j.actaastro.2012.02.007
116
Swirler
Initiator
Ps, Pd
Window
Bypass duct
Inlet Flow
Exhaust
Fuel Valve
Turbulence
Generator
Valve
Spark Ignitor
Fig. 1. Schematic arrangement of the PDE test facility at GE Corporate Research and Development [7].
117
Fig. 4. Scheme of detonation engine with a rotating detonation wave [16]: (a) 1 inlet, 2 shaft, 3 impeller(compressor), 4- ring-like detonation
chamber, 5 turbine, 6 nozzle; (b) 1 inlet, 2 fuel injection, 3 ring-like detonation chamber, 5 fan, 6 tilted nozzle (turbine).
118
!
!
_k
@t rY k rUr u Y k rU I k o
!
! !
!
@t r u rUr u u r g rp rUt
!
!
! !
!
!
@t rE rUr u E r u U g rUp u rU I q rUtU u
4
Eqs. (1)(4) include mass balance in the gas phase,
mass balance of kth component, momentum balance and
energy balance respectively. We have the following relaP
tionships between the terms in Eqs. ((1) and (2)): Y k
k
P
P!
I k 0,
o_ k 0. The state equations for gaseous
k
k
P
P
mixture are the following: p Rg rT Y k =W k , E Y k
1,
!2
!
cvk T h0k u2 k. The turbulent heat ux I q in Eq. (4)
! ! P
!
is a sum of two terms: I q J q cpk T h0k I k , where
k
!
J q could be interpreted as turbulent conductive heat
ux. The eddy kinematic viscosity nt is expressed accord2
X
!
!
I k rD nt =sd rUY k , J q l
cpk Y k rnt =st rUT,
11
sd 1, st 0:9, sk 1, se 1:3:
2
ym T =4: C g 2:8:
6
_ k was calcuThe kth component mass origination rate o
lated as a sum of mass production rates okj in each nth
chemical reaction taking place in a gaseous phase. The
_ k is very
term responsible for chemical transformations, o
sensitive to temperature variations, as it is usually the
Arrhenius law type function for the reactions rates. Let us
regard the temperature being a stochastic function T with
mean T and mean squared deviate y TT.The model was
closed then by the equations for k,y and e:
!
!
@t rk rUr u k rUm rnt =sk rk tt : r u re
7
!
!
@t re rUr u e rUm rnt =se re e=kC 1e tt : r u C 2e re
8
X
!
@t rc~ p y rUr u c~ p y rUl
cpk Y k rnt =sk ry P y W y Dy ,
k
9
where the production terms P y ,W y and the dissipation
term Dy were determined by the following formulas:
X
X 0 0
P y 2r
cpk Y k nt =sk rT2 , W y
o_ k T h0k ,
k
Dy C g r
cpk Y k
k ym y
c~ p
cpk Y k :
10
The gaseous phase was supposed to contain the following set of species: O2 ; Cn Hm ; CO; CO2 ; H2 ; H2 O; N2 .
0
The chemical potential of hydrocarbon fuel h2 was
considered to be a problem parameter, along with its
composition n and m. The potential depends not only on
n and m but also on particular hydrocarbon fractions the
fuel consists of. The following brutto reactions between
the species were considered:
n
m
m
m
Cn Hm
s
O2 -nCO s H2 O 1s H2
2
4
2
2
CO 0:5O2 -CO2
CO2 M-CO 0:5O2 M
H2 0:5O2 -H2 O
H2 O M-H2 0:5O2 M
Here, s is the share of water in hydrocarbon decomposition. This parameter depends on the particular content of
fuel (like the hydrocarbon chemical potential). We denote
B 5 reactions number. The rates of species origination
are supposed to yield the Arrhenius law and the acting
masses law. With multiple reactions, the origination rates
are split into elementary parts:
o_ k
B
X
okj :
12
j1
B
X
K
X
13
j1k1
r i r r rRi :
ux ur 0,
@T
0,
@x
@Y k
0;
@x
15
r Ri , xi r x rxi 1
r ri ,
xi1 r x rxi
ux ur 0,
r 0,
@T
0,
@r
i 1,:::,N1,
@ux
0,
@r
ne
Ry
p y
k ,
20
f 2 1expR2t :
The system of gas-dynamics equations being rewritten
in a vector form was split in three parts due to three
different physical processes: chemistry, source terms,
generalized turbulence production terms formed the
local part of the equations; convective terms formed
the hyperbolic part of the equations; and diffusive,
viscous and thermo-cunductive terms formed the parabolic part of the equations.
The local part was solved implicitly using an iterative
algorithm independently for each grid node. The hyperbolic part was solved using explicit FCT techniques [53].
The parabolic part was solved implicitly using 3-diagonal
matrix solvers for linear equations [54]. The techniques
removed viscosity from the time step criterion and
reduced it to the Courant-Friedrichs-Lewy criterion.
To solve the system of equations splitting by coordinates was used according to MacCormack [55]. Validation
of the numerical scheme was performed by comparing
the results of test runs with the exact gas-dynamics
solutions and with model experiments on turbulent
ames propagation in conned volumes.
The ignition was modeled by energy release in a ballshape volume at the axis of tube in the center of the rst
chamber.
5. Results of numerical modeling
@Y k
0;
@r
0 rx r X : ur 0,
16
@T
0,
@r
@Y k
0:
@r
17
C m C 0m f m ,
C 1e C 01e f 1 ,
numbers
Rt
0
_ kj :
hk o
119
19
C 2e C 02e f 2 ,
where f m , f 1 , f 2 are positive functions: 0 of m r1,
f 1 Z 1, 0 r f 2 r 1, and which depend on two local Reynolds
120
Fig. 8. Reaction zone trajectory (left) and mean ame front velocity (right) variation in the tube versus time for fuel concentration Cfuel 0.012: (a) tube
incorporating two chambers in the ignition section, (b) - tube without any chambers.
121
Fig. 9. Reaction front velocity for different fuel concentrations in a twochamber device.
122
Fig. 10. Reaction front position and velocity for fuel volumetric concentration 0.012.
t = 9.01 ms
t = 10.00 ms
t = 9.56 ms
t = 10.28 ms
t = 9.82 ms
t = 10.60 ms
Fig. 11. Density maps in the 67th chambers. Expansion ratio bER 0.96, fuel volume concentration 0.012.
123
The results of numerical experiments show that increasing the number of turbulizing chambers did not promote
the DDT for the present conguration, but just the opposite,
it prevented from the onset of detonation and brought to
establishing of the galloping combustion mode. The effect
took place due to very sharp jumps of the cross-section area
in the chambers and periodical slowing the ame down due
to its expansion. (In the present numerical experiment the
expansion ratio parameter bER Schamb Stube =Schamb was
equal to 0.96.) Why does the increase of the number of
chambers up to two promote DDT, while further increase
inhibits the process? To answer the question let us regard
the ame dynamics in DDT in a two chamber tube
(Fig. 8(a)) keeping in mind that the necessary condition
for the DDT is turbulent ame acceleration up to a speed
surpassing sonic velocity. Analysis of results shows that the
piston effect of expanding reaction products in the chamber
brings to a rapid ame acceleration on entering a narrow
tube. After the rst chamber ame acquires velocity
200 m/s, which is less than sonic velocity. After the
second chamber ame is pushed into the tube with a
velocity 500 700 m/s, which surpasses the sonic velocity.
Thus further increase of the number of chambers is not
necessary as it would not increase chamber exit velocity.
Investigations of the sensitivity of self-sustaining combustion modes to expansion ratio parameter show that for
124
section the increase of initial mixture temperature promotes DDT and shortens the pre-detonation length. While
in tubes of constant cross-section (without any forechambers) the effect of initial temperature increase could
be the opposite. Thus the role of mixture temperature on
detonation initiation needs further deep investigation.
6. Conclusions
The undertaken investigations show that ame propagation velocity is essentially dependent on geometry of
the combustion chamber. The presence of wider cavities in
the combustion channel brings to a rapid ame acceleration, which could even result in a changing of combustion
wave propagation mode from deagration to detonation.
Depending on geometrical constraints and mixture
composition different combustion regimes could be
established, such as low velocity combustion, high speed
galloping combustion, low velocity detonation, Chapman
Jouget and overdriven detonation modes.
The presence of one or two turbulizing chambers of a
wider cross-section in the ignition section shortens the
pre-detonation length for hydrocarbon-air gaseous mixtures and makes the onset of detonation more stable.
The increase of the number of similar chambers
uniformly distributed along the tube blocks the onset of
detonation: galloping highs speed combustion modes
were established for large expansion ratios, or low velocity galloping detonations were established for small
expansion ratios. Mean reaction front axial velocity grows
with the increase of hydrocarbon fuel concentration in the
range of 0.010 0.015. For expansion ratios within the
range 0.40.6 the increase of fuel content could bring to a
change of propagation regime: galloping combustion
mode could be changed for the low velocity detonation
regime. Transient values of the expansion ratio, which
characterize the transition from low velocity detonation
to a high speed galloping combustion increase with the
increase of fuel concentration within detonability limits.
The increase of the number of turbulizing fore-chambers
in the ignition section promotes DDT until ame velocity on
leaving the last fore-chamber surpasses sonic velocity. The
further increase of the number of chambers inhibits DDT.
The increase of initial mixture temperature in tubes
incorporating turbulizing fore-chambers of wider diameter
in the ignition section promotes DDT and shortens predetonation length, while in tubes without fore-chambers
the effect of temperature increase on DDT could be quite
the opposite bringing to the increase of pre-detonation
length. Thus investigations of PDE effectiveness should
obligatory take into account the dynamics of DDT and
onset of detonation because these processes constitute the
longest stage of the cycle and need the longest part of the
engine channel for full scale development.
Acknowledgments
The authors gratefully acknowledge the nancial support from the Russian Foundation for Basic research
(Grant 10-03-00789).
125
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