Criteria for flame holding in H2-fueled scramjet engines

Mitani, Tohru; Izumikawa, Muneo

doi:10.1016/s0082-0784(00)80270-2

Cited by 15 publications

(6 citation statements)

References 9 publications

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“…Few experimental data for the ignition delay under higher temperature and lower pressure conditions has been reported for various liquid fuels, which leads to the difficulty of quantitative analysis. The flame-holding analysis based on residence and reaction times in the recirculation zone has been proposed for hydrogen-fueled SCRAM jet engines [13], and further investigation should be needed with such a analysis.…”

Section: Discussionmentioning

confidence: 99%

Effects of fuel properties on self-ignition and flame-holding performances in SCRAM jet combustor for n-alkane fuels

Tsue¹,

Imamura²,

Suzuki³

et al. 2011

Proceedings of the Combustion Institute

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Section: Discussionmentioning

confidence: 99%

Effects of fuel properties on self-ignition and flame-holding performances in SCRAM jet combustor for n-alkane fuels

Tsue¹,

Imamura²,

Suzuki³

et al. 2011

Proceedings of the Combustion Institute

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“…15,23,100 As a result, care must be taken when applying the conclusions obtained in non-reacting flows to reacting flows because the combustion as well as mixing may be greatly improved once the flame is stabilized. 75,101 Here, detailed velocity and composition measurements of reacting flows are expected to provide insight into the flow and combustion interactions as well as to backup numerical simulations. Nevertheless, understanding of non-reacting flows is still important for investigation of ignition processes.…”

Section: Flow and Combustion Couplingmentioning

confidence: 99%

Review of cavity-stabilized combustion for scramjet applications

Wang

Sun

2014

Proceedings of the Institution of Mechanical Engineers, Part G:

105

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Cavities are widely used as flameholders in supersonic combustors due to their outstanding potential to stabilize combustion without excessive total pressure loss. A review of cavity-stabilized combustion for scramjet applications is provided in this article. The topics cover the fundamental problems and recent advances regarding cavity-organized combustion in high-speed flows, including combustion stabilization modes and mechanisms, flame stability analyses and correlations, combustion oscillations, and other related issues. Remarkable questions such as cavity-coupled fuel injection, flow and combustion coupling, optimal cavity geometry and scale, auto-ignition and flame propagation interactions, and unsteady effects are discussed. Then, an attempt is made to provide some guidelines for the future research of cavity flameholders.

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“…Therefore it is expected to exhibit combustion stabilization and ignition properties which are applicable to this type of combustor in general. Previous studies have focused on combustors with similar features to the one used for the current study, 1,2,[8][9][10][11][12][13][14][15][16][17] but the combustion stabilization mechanism and the role of the cavity is still not fully understood. Mathur 2 and Lin 11 have studied an ethylene fueled combustor with angled fuel injection upstream of a cavity at T 0 = 1000 − 1300K, M i,entrance = 1.8 and have shown that the reaction zone is anchored at the leading edge of the cavity and spreads into the flow at an approximately constant angle.…”

Section: Introductionmentioning

confidence: 99%

Dual-Mode Combustion of a Jet in Cross-Flow with Cavity Flameholder

Micka

Driscoll

2008

46th AIAA Aerospace Sciences Meeting and Exhibit

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The ignition and combustion stabilization location in a laboratory dual-mode ramjet/scramjet combustor was studied experimentally. The combustor consisted of a single hydrogen fuel jet injected normally into a supersonic crossflow upstream of a wall cavity pilot flame. Experiments were performed with Mach 2.2 and 2.5 nozzles at stagnation temperatures (T0) of 1050K to 1400K, which correspond to flight Mach numbers of 4.3 to 5.2. High speed imaging of the flame luminosity resolved the ignition process which was found to begin in the wall cavity for all conditions. The lean ignition limit of the combustor was found to be a function of the cavity fueling rate. Increasingṁ cavf uel /ṁ totalf uel from 0.02 to 0.07 lowered the combustor lean ignition limit by approximately 15%. For ramjet operation, two distinct combustion stabilization modes were found for main fuel injection a sufficient distance upstream of the cavity. At low T 0 , the combustion was anchored at the leading edge of the cavity by heat release in the cavity shear layer. At high T0, the combustion was stabilized a short distance downstream of the fuel injection jet in its wake. For an intermediate range of T 0 , the reaction zone oscillated between jet-wake and cavity stabilized positions with intermediate locations being unstable. Wall pressure measurements showed that cavity stabilized combustion is the steadiest, followed by wake stabilized, and the oscillatory case. For fuel injection close to the cavity, the reaction zone locations for the two stabilization modes overlapped, and cavity fueling became an important factor in the steadiness of the flow field. Scramjet mode combustion was found to only exist in the cavity stabilized mode for the conditions studied.

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Criteria for flame holding in H2-fueled scramjet engines

Cited by 15 publications

References 9 publications

Effects of fuel properties on self-ignition and flame-holding performances in SCRAM jet combustor for n-alkane fuels

Effects of fuel properties on self-ignition and flame-holding performances in SCRAM jet combustor for n-alkane fuels

Review of cavity-stabilized combustion for scramjet applications

Dual-Mode Combustion of a Jet in Cross-Flow with Cavity Flameholder

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