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首页> 外文期刊>Transactions of the Japan society for aeronautical and space sciences >Suppression of Combustor-Inlet Interaction in a Scramjet Engine under Mach 4 Flight Conditions
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Suppression of Combustor-Inlet Interaction in a Scramjet Engine under Mach 4 Flight Conditions

机译：在4马赫飞行条件下超燃冲压发动机中燃烧器-进气道相互作用的抑制

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摘要

A sidewall-compression-type scramjet engine was tested under Mach 4 flight conditions. The tested engine had an inlet, a constant cross-sectional area isolator, a constant cross-sectional area combustor, a diverging combustor, and an internal nozzle. In a previous study under the same flight conditions, the maximum thrust increment using fuel injection within the constant-area combustor was l,380N at an equivalence ratio of 0.31, and further fuel injection resulted in combustor-inlet interaction (designated as CII). To suppress the CII in the present study, we attempted (1) two-stage fuel injection within the constant-area combustor and the diverging combustor and (2) a boundary layer bleed on the top wall. The former was to suppress heat release around the first-stage fuel injectors in the constant-area combustor, and the latter was to decrease interaction length by decreasing the boundary layer thickness on the top wall. In the case of two-stage fuel injection, the maximum thrust increment was 2,230 N at an equivalence ratio of 0.63. In the case of the boundary layer bleed, on the other hand, the maximum thrust increment was 2,300 N at an equivalence ratio of 0.66. Thus, two-stage fuel injection and boundary layer bleed led to 62% and 67% higher maximum thrust increments than that obtained in the previous study, respectively. Finally, both the two-stage fuel injection and boundary layer bleed were applied simultaneously to obtain the best thrust performance, and the maximum thrust increment was 2,560 N at an equivalence ratio of 0.95. As a result, we obtained an 86% higher maximum thrust increment than that in the previous study. The thrust achievement factor, which was defined as the ratio of the maximum thrusts obtained from experiment and theoretical prediction, under this condition was estimated as 70%.
机译：在4马赫飞行条件下测试了侧壁压缩式超燃冲压发动机。被测试的发动机具有进气口，恒定横截面积的隔离器，恒定横截面积的燃烧器，发散燃烧器和内部喷嘴。在先前的研究中，在相同的飞行条件下，等面积比为0.31时，在恒定面积燃烧室中使用燃料喷射的最大推力增量为1,380N，进一步的燃料喷射导致燃烧器-进气道相互作用（称为CII）。为了在本研究中抑制CII，我们尝试（1）在恒定面积燃烧器和发散燃烧器内进行两级燃料喷射，以及（2）在顶壁上渗出边界层。前者是为了抑制恒定面积燃烧器中第一级燃料喷射器周围的热量释放，而后者是通过减小顶壁上的边界层厚度来减小相互作用长度。在两级燃油喷射的情况下，当推力比为0.63时，最大推力增量为2,230N。另一方面，在边界层渗出的情况下，当量比为0.66时，最大推力增量为2,300N。因此，两阶段燃料喷射和边界层渗漏分别导致最大推力增量比先前研究获得的分别高62％和67％。最后，同时应用两级燃料喷射和边界层放气，以获得最佳推力性能，在0.95的当量比下，最大推力增量为2,560N。结果，我们获得的最大推力增量比以前的研究高出86％。在此条件下，推力达成因子定义为通过实验和理论预测获得的最大推力之比，估计为70％。

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