Detonation Jet Engine. Part II - Construction Features: Open Access
Detonation Jet Engine. Part II - Construction Features: Open Access
Detonation Jet Engine. Part II - Construction Features: Open Access
ABSTRACT
We present the most relevant works on jet engine design that utilize thermodynamic cycle of
detonative combustion. Detonation engines of various concepts, pulse detonation, rotational
and engine with stationary detonation wave, are reviewed. Main trends in detonation engine
development are discussed. The most important works that carried out theoretical,
experimental and computational research and their parametrical optimization are described.
Relevant for nearest time problems and directions of research are formulated.
Introduction
The switch from Brayton thermodynamic cycle of fuel combustion at
constant pressure to a more efficient Humphrey cycle of combustion at constant
volume has been attempted for over more than 100 years. The example of a
device that utilizes advantages of Humphrey cycle is a pulse jet engine (PJE).
Nowadays the PJE is mainly used in cheap unmanned aerial vehicles (UAV),
due to their simplicity. The idea of creating a PJE has been patented in 1906 by
Russian engineer V.V. Karavodin. In 1930, Paul Schmidt has proposed a single-
valve combustion chamber for PJE. It was later used in unmanned flying bombs
of “V-1” series. A great contribution to the solution of PJE creation problem was
made by B.S. Stechkin.
During first stroke of work cycle, the engine’s chamber is filled with air-fuel
mixture. The combustion occurs during second stroke. During third stroke, the
of the cycle. Thus, despite high energy conversion efficiency of the combustion
itself, the total integral energy conversion efficiency of PDE is low.
Quasi-stationary and two-dimensional non-stationary models, designed to
study work cycle of pulse detonation engine, has been formulated in V.V.
Mitrofanov & S.A. Zhdan’s, work (2004). The formula of specific impulse is
derived, and calculations of engine thrust characteristics were carried out. At
flight Mach numbers below 3.6 and compressions rate lower than 80 the engine
thrust characteristics appear to be higher than that of a ramjet with subsonic
combustion. With increase of compression rate the advantage of pulse
detonation engine gradually decreases.
The detailed study of detonation initiation and maintenance in PDE, that
uses hydrocarbon fuel, are carried out in the works (Schauer et al., 2005;
Schauer, Stutrud & Bradley, 2001; Ting, Bussing & Hinkey, 1995). The
establishment of self-maintaining detonation wave requires the reduction of
distance at which deflagration to detonation transition (DDT) occurs. The DDT
in gas mixture was studied in numerous works (Helman, Shreeve & Eidelman,
1986; Yageta, Shimada & Matsuoka, 2011; Zhukov & Starikovskii, 2005). To
speed up the transition the spirals and obstructions are installed into the pipe,
which leads to intensification of turbulent transfer, and also the wall perforation
is conducted.
The size of pulse engine widely varies, and their functioning if permitted at
low and high Mach numbers. The design complexity consists of the requirement
of fast combustion chamber filling with fuel-oxidizer mixture and fast purge of
combustion products. The heat exchange and friction losses are usually taken
into account when detonation occurs in relatively long pipes. For instance, at
length to diameter ratio of L/D=50 the specific impulse equals to 90% of the
theoretic value (Kawane et al., 2011).
The main goal of the modern stage is to develop engines with shock wave
occurrence frequency in combustion chamber.
One of the simple solutions is a switch from one detonation pipe to an
assembly of multiple pipes (Fig. 1).
With such engine setup in all detonation chamber the process queue is
cycled. The process phase shift in different detonation chamber reduces pulsing
of jet thrust and noise.
The alternative direction is a resonant engine. In work of V.A. Levin, Yu.I.
Nechaev & A.I. Tarasov (2001) is a description of a device, which doesn’t have
mechanic valves and controlled ignition system. The pulse process is realized via
excitement of resonant high-frequency oscillation in gas-dynamic resonator (Fig.
2) that is periodically filled with air-fuel mixture, and heat emission occurs in
over compressed detonation wave formed in a resonator (Larionov, Nechaev &
Mokhov, 2007). Based on model tests carried out at Institute of Mechnaics of the
Moscow State University the optimization of device’s geometric size and
parameters has been conducted.
To maintain stationary detonation wave its necessary for fuel and oxidizer
mixture to form before the detonation wave finishes a full circle.
At the hydro-dynamics institution Siberian Branch of Russian Academy of
Sciences the serial experiments has been conducted, and B.V. Voitsekhovsky,
V.V. Mitrofanov & M.E. Topchiyan (1963) has acquired stable rotational
detonation (the kerosene was used as a fuel). Based on the result of these
experiments the concept of B.V. Voitsekhovsky rotational engine was proposed
(Voitsekhovsky, Mitrofanov & Topchiyan, 1963). The engine consisted of a disk
with a cylindrical gorge, covered by a transparent glass on top. The fuel mixture
was supplied through a central channel, and combustion products were removed
from sides (Fig. 4). During experiment it was found, the scheme of shock wave
structure proposed by Nichols was incorrect. The combustion occurs not in a
straight detonation wave, but in sequence of two triple shock wave
configurations (Fig. 4).
INTERNATIONAL JOURNAL OF ENVIRONMENTAL & SCIENCE EDUCATION 5025
a) b)
Figure 5. An ideal (a) and real (b) flow picture of Nichols RDE
In the ideal Nichols scheme (Fig. 5a) fresh fuel mixture (light blue) is
supplied into the gap between cylinders and detonates on a straight shock wave
3, height h of which is exactly equal to the thickens of fresh fuel mixture that
hasn’t reacted 4. The detonation products (red) are dragged by an oblique shock
wave 5 towards engine exit 6.
The real flow picture (Fig. 5b) is far more complex. The leading shock waves
3 are in fact oblique. Depending on ratios between internal and external
diameters, they can be reflected from internal surface regularly or generating
Mach stem. In second case the combustion occurs only on Mach stems. In the
flow the secondary shock waves are also present, that generates as a result of
interaction between oblique shock waves with boundary layer on walls.
Depending on combustion chamber length L, mixture pressure of mass flow
and composition the various detonation modes can be observed (Kindracki,
5026 P. V. BULAT AND K. N. VOLKOV
Wolański & Gut, 2011). For detonation mode stability it is required for fuel-
oxidizer mixture to occupy some length l (or volume) that is more than critical
length l* . In case of large enough combustion chamber and high mass flow the
detonation mode is stable. Small combustion chamber and low mass flow lead to
detonation fluctuation.
The detonation mode stability is characterized by wave number W tr / tmf
,where tr d / D represents a time, during which a detonation wave with
velocity D, makes a full circle around the cylinder of diameter d, tmf V* / Vmix .
Figure 6. The ramjet engine design with formation of oblique shock wave
a)
INTERNATIONAL JOURNAL OF ENVIRONMENTAL & SCIENCE EDUCATION 5029
b)
Figure 7. A design of ramjet with straight detonation wave
1 – fuselage, 2 and 3 – wedge with adjustable slope angles, 4 – stationary wall of combustion
chamber, 5 adjustable wall of combustion chamber, 6 nozzle, θ – slope angle of surface
wedge 2, a – incident shock wave, b – Mach stem, с – triple point, d – a reflect wave coming
out of triple point, е – a contact discontinuity that splits flow in two in the flow-through
part of the combustion chamber, f – flow of high temperature detonation that occurs in
Mach stem b, g – a flow of gas mixture that didn’t react “cold”.
Fig. 7b shows flow structure in combustion chamber (the only upper part is
presented) for model calculation of stoichiometric hydrogen-oxygen mixture flow.
The Mach number of flow entering the combustion chamber is М =5.5, static
pressure is 0.2 atm.
The fuel consumption rate must be set in a way, that the Chapmen-Jouguet
detonation wave Mach number of formed air-fuel mixture (М=МCJ) was lower
than flow Mach number (М) of this mixture in the inlet section of combustion
chamber. The results of calculations showed, that formation of stationary Mach
stem is possible starting from value of М=3.15, and value of ratio М/МCJ=1.04
or higher. The SDWE operation modes, and dependencies on flight Mach
number, wedges angle and number of oblique compression shocks (Ν-1,2,3)
before wave "a" are shown in Fig. 8.
At low intensity of oblique waves (low Mach numbers or low wedge angles)
the detonation doesn’t occur. The boundary of detonation modes is shown in Fig.
8 by red line. Non-stationary detonation modes (PDW) are separated from
standing modes (SDW) by transition region that is shown in Fig. 8 by green
lines. For stable operation the SDWE parameter (wedge angle and Mach
number) must correspond to the region located to the right and higher of the
region shown by blue line.
In Russia, the work on SDWE is conducted by ITPM and CIAM. The
mathematical model of SDWE operation in pulse mode is described in a work
(Alexandrov, Kraiko & Reent, 2001).
Discussion and Conclusion
We reviewed the thermodynamic fundamentals and construction features of
detonation engine of major types: pulse, rotational and standing detonation
ramjets. The analysis of previous work allowed making following conclusions on
the current state of the research:
- In rotational engine of Nichols or B.V. Voitsekhovsky (Voitsekhovsky,
Mitrofanov & Topchiyan, 1963) design, the share of detonative combustion
doesn’t exceed 15% of combustion chamber volume. The rest of the chamber is
occupied with slow combustion without shock wave which leads to unacceptable
loss of total pressure. As a result the specific parameters are significantly lower
than that of traditional engines operating in Brayton cycle.
- The idealization of shock wave structure, in which the combustion in
detonative combustion chamber occurs, when assumed that detonation occurs in
the front of straight detonation wave, doesn’t match the reality even remotely.
In the rotational engine the shock wave structure is two consequent triple shock
wave configurations. During detonation propagation in pipe the front also is not
plane, but a non-stationary continuously transforming combination of triple
shock wave configuration.
- The self-maintaining detonation is characterized by the lower fuel
compression rate. But for construction of an efficient heat engine, the highest
possible compression rate is required, and thus its necessary to utilize over
compressed detonation.
- The problem of detonation initiation and providing the shock wave
occurrence with a set frequency is still relevant for PDEs.
- The direct calculation of non-stationary flows with shock and detonation
wave in widespread commercial packages, based on standard difference scheme,
is problematic because of strong shock waves by blurring the difference cells in
first-order accuracy schemes and non-physical oscillation on shock waves in
second-order accuracy schemes. In addition, during design of turbulence model
the Navier-Stokes equations with averaged times are used, which describe flow
of viscous gas, making it impossible from methodical point of view to calculate
non-stationary shock wave process with relatively high accuracy. Thus, the new
computational package must be developed, that is based on high-order difference
schemes, stable on gas-dynamic discontinuity.
Implications and Recommendations
INTERNATIONAL JOURNAL OF ENVIRONMENTAL & SCIENCE EDUCATION 5031
Based on what was said above, it’s possible to formulate major research
direction:
Research of detonation process in rotational engines with cylindrical
combustion chamber:
- detonation wave propagation, cases of regular and non-regular reflection
from wall (depending on the geometry);
- the influence of chamber geometry on detonation picture and specific
impulse (the relative gap between cylinders, chamber’s length, internal
cylinder’s radius).
Gas-dynamic initiation of combustion and detonation processes in channels
with various geometry. Interaction of shock wave with concave spherical surface.
The research of combustible mixtures ignition under the influence of a shock
wave.
Detonation initiation with laser pulse in gas and gas-disperse mixtures. The
research of excitement threshold’s dependency on mixture composition,
pressure, laser pulse parameters. The influence of dispersed phase characteristic
on lowering the breakthrough threshold compared to pure gas.
The adjustment of numerical modeling of deflagration to detonation
transition (DDT):
- Application of numerical modeling methods, based on Large-Eddy
Simulation (LES).
- Research of DDT in particular geometric configurations.
- Comparison with data acquired by solving Reynolds-averaged Navier-
Stokes equations, limited by differential turbulence modules.
Acknowledgments
This study was financially supported by the Ministry of Education and
Science of the Russian Federation (the Agreement No. 14.575.21.0057), a unique
identifier for Applied Scientific Research (project) RFMEFI57514X0057.
Disclosure statement
No potential conflict of interest was reported by the authors.
Notes on contributors
Pavel V. Bulat is a PhD, Head of the International Laboratory of Mechanics and
Energy Systems, Saint Petersburg National Research University of Information
Technologies, Mechanics and Optics, Saint Petersburg, Russia.
Konstantin N. Volkov is Doctor of Technical Sciences, Lecturer at Faculty of
Science, Engineering and Computing, Kingston University, London, UK.
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