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SPRAY CHARACTERIZATION AT JET ENGINE THRUST AUGMENTOR FLOW CONDITIONS

机译：喷气发动机推力增强器流动条件的喷涂特性

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This paper describes experimental characterization of the spray formed by fuel jet injection in cross-flow under simulated modern augmentor operating conditions. Such data is needed to obtain a better understanding of the fundamental processes that control the performance of aircraft engine augmentors and to support the development of CFD based design tools. The study employed a single flame holder augmentor (SFA) model of a modern jet engine thrust augmentor with a cross-section of 76.2×152.4 mm (3×6 inches) located in a test setup with full optical access to the spray and flame zones provided by a 914.4 mm (36 inches) long transparent quartz section. Tests were performed under conditions simulating those encountered with modern jet engines: Mach number varying between 0.25 and 0.40, temperature ranging from 760°C to 900°C (1860 R to 2111 R), and vitiated air with oxygen content ranging from 12% to 15% by volume. The flame was maintained by a bluff-body flame holder with fuel injector orifice diameter d = 0.711 mm (0.028 inch). Flow rate of the Jet-A fuel varied in the range of 23 ± 0.4 g/s, resulting in a fuel to air momentum flux ratio of Q = 10.5 and an aerodynamic Weber number We = 970. The nature of the fuel spray atomization, both with and without afterburning, was determined using a two dimensional Phase Doppler Particle Analyzer (PDPA) system. The PDPA system simultaneously measured droplet diameters and velocities. The results were used to generate profiles of the droplet diameter distributions and velocities in the center plane and cross-section planes at two locations downstream of the injection point. Measurements with combustion were limited to outside the recirculation zone behind the flame holder due to the evaporation of the droplets there from the heat of combustion. The results showed that the presence of combustion reduces the level of incoming air flow inclination approximately by a factor of 2 and increased the turbulence intensity level by 60% to 70%. The presence of combustion increases the Sauter mean droplet diameters from the range 44 to 68 microns without flame to the range 47 to 79 microns and reduces mean droplet velocities by approximately 10% in the core of the spray and up to 25% near the peripheries of the spray.
机译：本文介绍了在模拟现代增强器操作条件下通过燃料喷射喷射形成的喷雾的试验表征。需要这些数据来获得更好地理解控制飞机引擎增强器的性能并支持基于CFD的设计工具的开发的基本过程。该研究采用了一台现代喷气发动机推力增强器的单个火焰架增强器（SFA）模型，其横截面为76.2×152.4毫米（3×6英寸），位于试验设置中，具有全光接入喷雾和火焰区由914.4毫米（36英寸）长的透明石英段提供。在模拟现代喷气发动机遇到的条件下进行测试：Mach数在0.25和0.40之间变化，温度范围为760°C至900°C（1860 r至2111 r），并且具有氧含量为12％的氧含量的耐受空气。 15％乘积。通过燃料喷射器孔口直径d = 0.711mm（0.028英寸）的凹槽管保持器维持火焰。喷射燃料的流速在23±0.4g / s的范围内变化，导致Q = 10.5的空气动量磁通比和空气动力学韦伯数量= 970.燃料喷雾雾化的性质，使用二维相多普勒粒子分析仪（PDPA）系统测定既有和没有后燃烧。 PDPA系统同时测量液滴直径和速度。结果用于在注射点下游的两个位置产生中心平面和横截面平面中的液滴直径分布和速度的曲线。由于燃烧热量的液滴蒸发，燃烧的测量限于燃烧器后面的再循环区域外部。结果表明，燃烧的存在降低了大约2倍的进入空气流量倾角，并将湍流强度水平提高了60％至70％。燃烧的存在使燃烧器平均液滴直径从44至68微米的范围内，没有火焰到47至79微米的范围，并在喷雾的核心中将平均液滴速度降低约10％，并且在周边附近高达25％喷雾。

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