by National Aeronautics and Space Administration, Glenn Research Center, Available from NASA Center for Aerospace Information in [Cleveland, Ohio], Hanover, MD .
Written in English
|Statement||Hugh Douglas Perkins.|
|Series||[NASA technical memorandum] -- NASA/TM-2002-211712., NASA technical memorandum -- 211712.|
|Contributions||NASA Glenn Research Center.|
|The Physical Object|
Fuel Distribution Effects on Pulse Detonation Engine Operation and Performance Article in Journal of Propulsion and Power 22(6) November with 19 . A pulse detonation engine with the inner diameter of 50 mm and total length of mm was designed. Gasoline was used as the fuel and air as the oxidizer. The detonation tube was closed at one end and open at the other, which is comprised of a thrust wall, an ignition section, a detonation initiation section, a detonation chamber, a catalytic section, and a heat exchanger, as illustrated in Fig. 1 (catalytic section was not installed) and Fig. inlet ports of oxygen, purge gas and fuel were located at the thrust by: 4. Computational studies of pulse detonation engines (PDEs) include assessing the impact of chemical recombination and detonation initiation conditions on the computed performance and estimating the theoretical performance of an ideal PDE. A wide range of cases involving partial fuel-fill effects have been investigated to quantify the effects, elucidate the underlying .
detonation tube3. The computation, which included fi nite rate chemistry effects, showed that some recombination occurred in the burning gases behind the detonation wave. The recombination served to decrease the amount of sensible heat loss that occurs during the detonation process. c. Performance CalculationsCited by: 4. Switching to a higher octane fuel in order to reduce the heat of the firing chamber and burn fuel more slowly is the best way to combat false firing. Similarly, reducing engine inlet air temperatures will greatly reduce the chance of pre-ignition and detonation. As a principle, for every 10 degrees cooler the inlet air is, it produces one percent more power. Rotating detonation engines are a novel device for generating thrust from combustion, in a highly efficient, yet mechanically simple form. This chapter presents a detailed literature review of rotating detonation engines. Particular focus is placed on the theoretical aspects and the fundamental operating principles of these engines. The review covers both experimental and Author: Ian J. Shaw, Jordan A.C. Kildare, Michael J. Evans, Alfonso Chinnici, Ciaran A.M. Sparks, Shekh N.H. Atomic Performance Products - Engine Failure Caused By Detonation run bad or the wrong type of fuel or suffer from fuel related issues that can cause detonation in the combustion chamber.
Pulse detonation engines (PDEs) are new exciting propulsion technologies for future propulsion applications. The operating cycles of PDE consist of fuel-air mixture, combustion, blowdown, and purging. The combustion process in pulse detonation engine is the most important phenomenon as it produces reliable and repeatable detonation waves. The detonation wave initiation in Cited by: H. D. Perkins and C. J. Sung, “Effects of Fuel Distribution on Detonation Tube Performance,” Journal of Propulsion and Power 21 (3), (). Y. Huang, C. J. Sung, and J. A. Eng, “Effects of Secondary Air on Global Hydrocarbon Consumption Rates in Engine Exhaust Gas,” Combustion Science and Technology , ().Author: Orlando Echevarria. engine, comparing the performance of the Swift fuel to LL fuel, and a detonation performance test was run in a Lycoming TIOJ2BD engine. A full laboratory analysis was performed on the Swift fuel to compare its results to the current leadedFile Size: 8MB. Fluid viscosity is a significant factor resulting in the energy loss in most fluid dynamical systems. To analyze the energy loss in the pulse detonation engine (PDE) due to the viscosity of the fuel, the energy loss in the Burgers model excited by periodic impulses is investigated based on the generalized multisymplectic method in this by: 1.