Detonation initiation studies and performance results for pulsed detonation engine applications

Schauer, Frederick; Stutrud, Jeff; Bradley, Royce

doi:10.2514/6.2001-1129

Cited by 97 publications

(59 citation statements)

References 3 publications

(2 reference statements)

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“…The PDEs are classified as air-breathing PDEs [19][20][21][22] or pulse detonation rocket engines (PDREs) [23][24][25]. With a simplified PDE setup, that is, when viscosity and heat conduction are neglected and a tube-geometry combustor is fully filled with propellant at ambient pressure and a detonation wave is initiated instantaneously, a PDRE using H 2 -O 2 propellant can achieve a specific impulse of 190 sec and an air-breathing PDE using hydrogen fuel can achieve a specific impulse of 4200 sec, as achieved in experiments by Schuer et al [26], Cooper et al [27] and…”

Section: Introductionmentioning

confidence: 92%

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Optical and thrust measurement of a pulse detonation combustor with a coaxial rotary valve

Matsuoka

Esumi

Ikeguchi

et al. 2012

Combustion and Flame

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We developed a rotary valve for a pulse detonation engine (PDE), and confirmed its basic characteristics and performance. In a square cross-section combustor, we visualized a multi-shot of a pulse detonation rocket engine (PDRE) cycle at an operation frequency of 160 Hz by using a high-speed camera (time resolution: 3.33 μsec, space resolution: 0.4 mm) and a Schlieren method.The propellant filling process and the purge process were confirmed, and each process was modeled.Moreover, we confirmed the processes of detonation wave generation and burned gas blowdown. In addition, we investigated the impact of shortening the passage width of a combustor and negative-time ignition (ignition time is earlier than the end-time of the propellant filling process) on the deflagration-to-detonation transition (DDT) distance and time. The DDT distance did not depend on the passage width of a combustor and decreased under the negative-time ignition condition. With a passage width of 20 mm, the DDT distance decreased by 22% under the negative-time ignition condition to a minimum value (76 ± 8 mm). The DDT time from spark time reached a minimum value (69 ± 14 μsec) under the condition of a passage width of 10 mm and negative-time ignition.The detonation initiation time and the DDT distance were represented by the time until the flame expanded toward the tube-axis one-dimensionally from ignition (characteristic time). We also carried out thrust measurement using a PDRE system composed of a circular cross-section combustor and the newly developed valve. We obtained a stable time-averaged thrust in a wide range of operation frequency (40 Hz -160 Hz) and confirmed the increase of specific impulse due to a partial-fill effect.

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Section: Introductionmentioning

confidence: 92%

“…However, these studies were single-shot experiments. In contrast, in multi-shot thrust measurement experiments [26,45,46], the relationship between the DDT distance and the thrust performance was not investigated.…”

mentioning

confidence: 99%

Optical and thrust measurement of a pulse detonation combustor with a coaxial rotary valve

Matsuoka

Esumi

Ikeguchi

et al. 2012

Combustion and Flame

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“…(3) for 0.0676 < V /V 0 < 1 and Eq. (4) for 0 < V /V 0 < 0.0676, is compared to multicycle experiments by Schauer et al 9 in hydrogen-air mixtures (Fig. 3).…”

Section: Comparisons With Partial-fill Correlationmentioning

confidence: 99%

“…Previous studies of the application of MHD to engine inlets have shown that the MHD action increases flow compression and mass flow rate. 4,8,9 However, the resulting improvements in flow parameters were incremental. It was also proposed to use MHD to decelerate the flow in front of the combustion chamber of the scramjet engine, with subsequent acceleration of the flow after the chamber.…”

Section: Introductionmentioning

confidence: 99%

Impulse Correlation for Partially Filled Detonation Tubes

Cooper

Shepherd

Schauer

2004

Journal of Propulsion and Power

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to calculate the specific thrust and specific impulse over the Machnumber regime. The specific impulse results are shown in Fig. 3. A Mach-number dependent static inlet temperature profile was used for these calculations in order to account for altitude effects. 7 The nozzle inlet total temperature was chosen to be 4200 R (2300 K). The ratio of specific heats was 1.3. The fuel heating value was 19,000 BTU/lbm (44,000 kJ/kg), typical for many hydrocarbon fuels.Also shown in the Fig. 3 are the performance results for a ramjet and for afterburning turbojets with compressor pressure ratios of 30 and 4. For the turbojet calculations the compressor and turbine adiabatic efficiencies were again 0.85 and 0.90, respectively. The combustor and afterburner were assumed loss free (i.e., constant total pressure). The turbine inlet temperature was 3000 R (1670 K). It can be seen that the ideal PDE performance is fairly consistent over the Mach-number regime and that it is comparable with a nonideal, afterburning turbojet having a compressor pressure ratio of 4.0. For turbojets of a more realistic pressure ratio, the PDE shows significantly less specific impulse and (not shown) specific thrust. Compared with the ramjet, the performance advantages of a PDE are clear at Mach numbers below 3.0. Beyond this, there does not appear to be significant benefit. These PDE performance results are smaller than what is typically listed in the literature 1,2,10 ; however, because they represent computed results from a validated code, it can be argued that they are more representative of an idealization in the sense of being as good as can be expected.Other PDE applications can be examined in a straightforward manner using the map of Fig. 1. Examples would include gas-turbine topping cycles, afterburners (bypass duct or full flow), even ejectorbased cycles (if some assumptions are made regarding the work transfer process).Of the applications that have been examined, the process has been made easier through the use of Eq. (9); however, it should be kept in mind that for a given application, not all values of q 0 (and therefore enthalpy ratio) are possible. Also, the results shown represent a particular gasdynamic cycle. Other cycles, such as PDE cycles with valved exhaust (or low-loss, variable backpressure systems), or those employing shaped tubes can lead to different and possibly superior performance to that presented. 11,12 ConclusionsIt has been demonstrated in this work that idealized airbreathing PDE performance can be mapped onto a single plot of total pressure ratio vs total enthalpy ratio. It has further been shown that this format is useful in system studies because the PDE can be viewed as simply another component with straightforward input and output. The idealized PDE performance data were obtained from a onedimensional CFD code, and it has been shown that this is a more realistic approach than purely analytical methods. The performance shown is generally below that which has been previously reported for so-called idealized PDE ...

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“…The general effect of this parameter has been demonstrated elsewhere. 5,6 In terms of stand-alone thrust devices, reducing Reactant Fraction increases fuel specific impulse at the expense of specific thrust.…”

Section: Operational Mode Parametersmentioning

confidence: 99%

Optimal Area Profiles for Ideal Single Nozzle Air-Breathing Pulse Detonation Engines

Paxson

2003

39th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit

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Detonation initiation studies and performance results for pulsed detonation engine applications

Cited by 97 publications

References 3 publications

Optical and thrust measurement of a pulse detonation combustor with a coaxial rotary valve

Optical and thrust measurement of a pulse detonation combustor with a coaxial rotary valve

Impulse Correlation for Partially Filled Detonation Tubes

Optimal Area Profiles for Ideal Single Nozzle Air-Breathing Pulse Detonation Engines

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