简介:基于氢气的旋转爆轰发动机研究较多,而碳氢燃料与空气混合较为困难,导致基于乙烯的旋转爆轰发动机燃烧技术难度很高.使用宽视野范围的可视化燃烧室观察旋转爆轰波的研究在国内尚未开展.在同一燃烧室内进一步开展了乙烯或氢气的吸气式旋转爆轰实验,来流总温为283~284K,燃烧室壁面有140°石英玻璃观察窗,便于观察旋转爆轰波运动过程.空筒燃烧室爆轰环腔外径为100mm,轴向长度为151mm.燃料通过150个直径0.8mm圆柱孔进入燃烧室,空气通过喉部1mm宽的收敛扩张环缝流入环腔.高速摄影和低高频压力传感器均验证了旋转爆轰波的存在和速度值.以氢气为燃料的旋转爆轰波速度最高可达理论值的101%,爆轰波增压效应可达40%左右,乙烯旋转爆轰波速度可达理论值的89%.旋转爆轰波结构容易发生变化,不规则.氢气旋转爆轰的维持对燃烧室的结构要求比碳氢燃料要低,比乙烯旋转爆轰波更加稳定.
简介:采用航空煤油为燃料、氧气为氧化剂、压缩氮气为隔离气体,进行了大量的两相脉冲爆震火箭发动机原理性实验。利用8个压力传感器测量了爆震室轴向沿程的压力,所测得爆震波压力接近充分发展的C—J爆震波。两个实验模型分别使用了0.45和0.9m的Shchelkin螺旋作为DDT(deflagrationtodetonationtransition)间接起爆的增强装置。实验模型Ⅰ的DDT距离约为0.65m,爆震波速约为1873m/s;实验模型Ⅱ的DDT距离约为0.55m,爆震波速约为1838m/s。两种实验模型DDT距离的差异主要是由爆震室内Shchelkin螺旋长度不同引起的。虽然Shchelkin螺旋在缩短DDT距离上起到积极作用,但在形成充分发展爆震波后会降低爆震波的强度。
简介:摘要进有很大发展,这对提高发动机的动力性,降低油耗促进经济效益的提高,无疑是可喜的。但在运输业不断更新的新车型使用中,发动机的爆震以及早燃乃至“激爆”现象比较突出,严重影响发动机的使用寿命。
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简介:Developmentofcombinedsiliconplatenozzles,DevelopmentofEDBMSundercomputersupportedcooperativeworkenvironment,DevelopmentofMineDetectionSix-LeggedWalkingRobotCOMET-Ⅲ,DevelopmentoftheapplicationoftheautomotiveenginetechnologytotheV6four-strokeoutboardmotor,Developmentofthermalfatigueresistantausteniticcastalloysforhigh-temperatureengineexhaustgassystems,Dieselengineelectricturbocompoundtechnology。