Seminar Report’
Pulse Detonation Engine
1. INTRODUCTION
Rocket engines that work much like an automobile engine are being developed at NASA’s Marshall Space Flight Center in Huntsville, Ala !ulse detonation rocket engine enginess o""er o""er a lightw lightweig eight, ht, low#co low#cost st altern alternativ ativee "or space space transpo transporta rtatio tion n !ulse !ulse detonation rocket engine technolog$ is being developed "or upper stages that boost satellites to higher orbits %he advanced propulsion technolog$ could also be used "or lunar and planetar$ &anders and e'cursion vehicles that re(uire throttle control "or gentle landings
%he engine operates on pulses, so controllers could dial in the "re(uenc$ o" the detonation in the )digital) engine to determine thrust !ulse detonation rocket engines operate b$ in*ecting propellants into long c$linders that are open on one end and closed on the other +hen gas "ills a c$linder, an ignitersuch as a spark plugis activated Fuel begins to burn and rapidl$ transitions to a detonation, or powered shock %he shock wave travels through the c$linder at -. times the speed o" sound, so combustion is completed be"ore the gas has time to e'pand %he e'plosive pressure o" the detonation pushes the e'haust out the open end o" the c$linder, providing thrust to the vehicle
A ma*or advantage advantage is that pulse detonation detonation rocket engines engines boost boost the "uel and o'idi/er to e'tremel$ high pressure without a turbo pumpan e'pensive part o" conventional rocket engines 0n a t$pical rocket engine, comple' turbo pumps must push "uel and o'idi/er into the engine chamber at an e'tremel$ high pressure press ure o" about 1,... pounds per s(uare inch or the "uel is blown back out
%he pulse mode o" pulse detonation rocket engines allows the "uel to be in*ected at a low pressure o" about 1.. pounds per s(uare inch Marshall 2ngineers and industr$ partners 3nited %echnolog$ Research Corp o" %ullahoma, %enn and Adroit S$stems 0nc o" Seattle have built small#scale pulse detonation rocket engines "or ground testing 4uring about two $ears o" laborator$ testing, researchers have
Dept. Of Mechanical Engg.
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G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
demonstrated that h$drogen and o'$gen can be in*ected into a chamber and detonated more than -.. times per second
NASA and its industr$ partners have also proven that a pulse detonation rocket engine can provide thrust in the vacuum o" space %echnolog$ development now "ocuses on determining how to ignite the engine in space, proving that su""icient amou amount ntss o" "uel "uel can can "low "low thro throug ugh h the the c$li c$lind nder er to prov provid idee supe superi rior or engi engine ne per"ormance, and developing computer code and standards to reliabl$ design and predict per"ormance o" the new breed o" engines
A developmental, "light#like engine could be read$ "or demonstration b$ 1..5 and and a "ull "ull#sc #scal ale, e, oper operat atio iona nall engi engine ne coul could d be "ini "inish shed ed abou aboutt "our "our $ears ears later later Manu"acturing pulse detonation rocket engines is simple and ine'pensive 2ngine valves valves,, "or instan instance, ce, would would likel$ likel$ be a sophis sophistic ticated ated versio version n o" automo automobil bilee "uel "uel in*ecto in*ectors rs !ulse !ulse detona detonatio tion n rocket rocket engine engine technol technolog$ og$ is one o" man$ man$ propul propulsio sion n alternatives being developed b$ the Marshall Center’s Advanced Advanced Space %ransportation !rogram to dramaticall$ reduce the cost o" space transportation
Dept. Of Mechanical Engg.
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G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
2. DIFFERENCES COMPARED TO OTHER ENGINE TYPES
%he main di""erences between the !42 and the 6tto engine is that in the !42 the combustion chamber is open and no piston is used to com# press the mi'ture prior to ignition 7and also that no sha"t work is e'tracted8
0nstead the compression is an integral part o" the detonation, and two o" the main advantages o" the !42 # the e""icienc$ and simplicit$ # can be e'plained b$ the "act that the combustion occurs in detonative mode %he e""icienc$ o" the c$cle can be e'plained b$ the high level o" precompression due to the strong shock wave in the detonation
Also, the simplicit$ o" the device is a result o" the "act that the shock wave # responsible "or this compression 9 is an integrated part o" the detonation %here"ore, pre#compression through mechanical devices 7eg, a piston8 is not necessar$ 0n this sense the !42 is similar to both the pulse#*et 7eg, the engine used "or propulsion o" the :#-8 and the ram *et engine ;ut in those two cases the mechanism behind the pre# compression is completel$ di""erent<
= For the pulse#*et the pre#compression is a result o" momentum e""ects o" the gases, and is a part o" the resonance e""ects o" the engine %he resonance e""ects are in"luenced strongl$ b$ the e'ternal conditions o" the engine, and the thrust is drasticall$ reduced at higher speeds 7approaching speed o" sound8 Furthermore, both the speci"ic impulse and the speci"ic thrust are signi"icantl$ lower than "or turbo#*et or turbo#"an engines %his is due to the "act that the levels o" preconditioning that can be obtained through the resonance e""ects are rather low = 0n the ram*et, pre#compression is obtained through the ram e""ects as the air is decelerated "rom supersonic to subsonic %he ma*or drawback with this concept is that the engine is ine""ective "or speeds lower than around Ma>1
Dept. Of Mechanical Engg.
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G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
Fig. 1 Main chamber with pressure transducers 7used to detect the detonation8, Shchelkin
Spiral 7used to enhance the transition "rom "lame to detonation8, spark plug and central bod$
2.1 EXPERIMENTAL SET-UP
6ne e'ample o" a !42 is shown in Fig - %his particular engine # which was assembled at one o" F60@s 7the Swedish 4e"ence Research Agenc$8 departments, +arheads and !ropulsion # runs on h$drogen and air and is capable o" reaching "re(uencies up to .BH/ %he e'perimental set up is rather simple, basicall$ consisting o" a straight tube 7in this case with a length o" about one metre8 in which h$drogen and air is in*ected, and ignited b$ an ordinar$ spark plug 0n this e'perimental engine, the pressure transducers are onl$ used to "ind out whether the engine operates success"ull$ in detonative mode
%his can be seen both b$ the level o" pressure and the speed o" propagation o" the wave 7a detonation in h$drogen air reaches pressures over 1. bar and propagates at around 1,... ms8 %hat is, the pressure transducers are used *ust "or the e'periments and are not necessar$ "or the operation o" the engine
Also shown is a spiral, which, since it helps to induce turbulence in the "low "ield is known to speed up the transition "rom "lame to detonation %he h$drogen enters the engine through twelve holes o" - mm diameter at the edge o" a D1 mm diameter disk at the right end o" the engine %he air enters between the central bod$ through which the h$drogen is emerging and the interior walls o" the tube
Dept. Of Mechanical Engg.
G.E.C. Kozhikoe
Seminar Report’
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Pulse Detonation Engine
PRE-COMPRESSION AND DETONATION
0n the !42 the pre#compression is instead a result o" interactions between the combustion and gas d$namic e""ects, ie the combustion is driving the shock wave, and the shock wave 7through the increase in temperature across it8 is necessar$ "or the "ast combustion to occur 0n general, detonations are e'tremel$ comple' phenomena, involving "orward propagating as well as transversal shock waves, connected more or less tightl$ to the combustion comple' during the propagation o" the entit$
%he biggest obstacles involved in the reali/ation o" an air breathing !42 are the initiation o" the detonation and the high "re(uenc$ b$ which the detonations have to be repeated 6" these two obstacles the initiation o" the detonation is believed to be o" a more "undamental character, since all ph$sical events involved regarding the initiation are not thorough# l$ understood %he detonation can be initiated in two wa$sE as a direct initiation where the detonation is initiated b$ a ver$ power"ul ignitor more or less immediatel$ or as a 4e"lagration to 4etonation %ransition 744%8 where an ordinar$ "lame 7ie a de"lagration8 accelerates to a detonation in a much longer time span
%$picall$, hundreds o" *oules are re(uired to obtain a direct initiation o" a detonation in a mi'ture o" the most sensitive h$drocarbons and air, which prevents this method to be used in a !42 7i" o'$gen is used instead o" air, these levels are drasticall$ reduced8 6n the other hand, to ignite an ordinar$ "lame re(uires
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Pulse Detonation Engine
reasonable amounts o" energ$, but the 44% re(uires lengths on the order o" several meters to be completed, making also this method impractical to use in a !42 0t is important to point out that there are additional di""iculties when li(uid "uels are used which generall$ make them substantiall$ more di""icult to detonate A common method to circumvent these di""iculties is to use a pre#detonator # a small tube or a "raction o" the main chamber "illed with a highl$ detonable mi'ture 7t$picall$ the "uel and o'$gen instead o" air8 # in which the detonation can be easil$ initiated
%he detonation "rom the pre#detonator is then supposed to be transmitted to the main chamber and initiate the detonation there %he e'tra component carried on board 7eg o'$gen8 "or use in the pre#detonator will lower the speci"ic impulse o" the engine, and it is essential to minimi/e the amount o" this e'tra component
Dept. Of Mechanical Engg.
G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
4.
PRINCIPLE OF THE ENGINE
As the name implies the engine operates in pulsating mode, and each pulse can be broken down to a series o" events %he time it takes to complete each o" these events puts a limit to the per"ormance o" the engine, and the thrust can be shown to be proportional to the "re(uenc$ and volume o" the engine %he events in one c$cle are shown schematicall$ in Fig 1, where p. is the ambient pressure, p- represents the pressure o" the "uel and air mi'ture, p1 is the peak pressure o" the detonation and p? is the plateau pressure acting on the "ront plate As stated above, the thrust o" the engine is proportional to the "re(uenc$ o" the engine, and in order to reach acceptable per"ormance levels the indicated c$cle has to be repeated at least 5. times per second 7depending on the application and the si/e o" the engine8
4.1 STATUS
%he "irst e'periments on the !42 were done in the beginning o" the -G.s, and since then several e'periments and numerical calculations have been done No "l$ing applications have been reported in the open literature, and doubts have been e'pressed regarding the claimed success o" some o" the earlier e'periments However, in recent $ears the !42 has received a renewed interest, and especiall$ in the 3S work in man$ di""erent "ields related to the !42 has been initiated
6ne o" the most promising e""orts is pursued at the Air Force Research &ab 7AFR&8 at +right !atterson@s Air Force ;ase headed b$ 4r Fred Schauer 0n that group success"ul operation o" a !42 using h$drogen and air at "re(uencies at least up to . H/ has been demonstrated 0n a series o" e'periments, the proportions between air and h$drogen have been varied "rom stoichiometric 7ie, where in an ideal combustion process all "uel is burned completel$8 to lean mi'tures 2ven at rather lean mi'tures the engine is reported to operate in detonative mode and to deliver the e'pected per"ormance
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Pulse Detonation Engine
%his is an indication that the engine could operate on li(uid h$drocarbon "uels since those "uels 7in a stoichiometric mi'ture with air8 and lean h$drogenair mi'tures have similar properties regarding the initiation o" the detonation %he !42 at F60 described earlier, did not produce clean detonations propagating over the whole length o" the engine 0n an e""ort to improve the situation several parameters were varied< = %he length o" the mi'ture chamber = %he shape o" the contraction sectionI connecting the air suppl$ to the rest o" the engine = %he separation between the contraction section and the beginning o" the tube = %he position where h$drogen is introduced = %he position o" the spark plug = 0n "our o" the geometries a reed valve was also used, in an attempt to uncouple the engine "rom the suppl$ s$stems during the initiation o" the detonation
0n these cases h$drogen was introduced either upstream or downstream relative to the valve %hese changes did not result in a success"ul, detonative operation o" the engine However, locali/ed peak pressures well above those obtained in detonations, and valuable insight regarding detonations were obtained
For e'ample, it was concluded that a valve controlling the in"low o" h$drogen and air is a critical component in the engine %his is also the most signi"icant di""erence between the engine at F60 and the success"ul one at AFR& described above %his issue is addressed in the ongoing research at F60, whose goal is to obtain better understanding o" the ph$sical processes involved, and thereb$ providing e""icient design strategies "or the !42
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G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
5.
COMBUSTION ANALYSIS
+hile real gas e""ects are important considerations to the prediction o" real !42 per"ormance, it is instructive to e'amine thermod$namic c$cle per"ormance using per"ect gas assumptions Such an e'amination provides three bene"its First, the simpli"ied relations provide an opportunit$ to understand the "undamental processes inherent in the production o" thrust b$the !42 Second, such an anal$sis provides the basis "or evaluating the potential o" the !42 relative to other c$cles, most notabl$ the ;ra$ton c$cle Finall$, a per"ect gas anal$sis provides the ."ramework "or developing a thermod$namic c$cle anal$sis "or the prediction o" realistic !42 per"ormance
%he present work undertakes such a per"ect gas anal$sis using a standard closed thermod$namic c$cle 0n the "irst sections, a thermod$namic c$cle description is presented which allows prediction o" !42 thrust per"ormance %his c$cle description is then modi"ied to include the e""ects o" inlet, combustor and no//le e""iciencies %he e"inition o" these e""iciencies is based on standard component per"ormance
An$ thermod$namic c$cle anal$sis o" the !42 must begin b$ e'amining the in"luence o" detonative combustion relative to conventional de"lagrative combustion %he classical approach to the detonative combustion anal$sis is to assume Chapman# Kouget detonation conditions a"ter combustion
%he Chapman#Kouget condition is merel$ the Ra$leigh line anal$sis limited to sonic velocit$ as the outlet condition, Shapiro 4etonation is the supersonic solution o" the Chapman#Kouget limited Raleigh anal$sis, Figure - %he subsonic Chapman# Kouget solution represents the thermall$ choked ram*et %o insure consistent handling o" the !42 and ram*et, this paper uses Ra$leigh anal$sis "or both c$cles
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Pulse Detonation Engine
A comparison o" the ideal gas Ra$leigh process loss was made "or de"lagration and Chapman#Kouget detonation combustion, Figure 1 %he comparison was made "or a range o" heat additions, represented here b$ the ratio o" the increase in total temperature to the initial static temperature Four di""erent entrance Mach numbers were also considered %he "igure o" merit "or the comparison is the ratio o" the increase in entrop$ to speci"ic heat at constant pressure %he results show that at the same heat addition and entrance Mach number, detonation is consistentl$ a more e""icient combustion process, as evidenced b$ the lower increase in entrop$ %his combustion process e""icienc$ is one o" the basic thermod$namic advantages o" the !42
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G.E.C. Kozhikoe
Seminar Report’
Pulse Detonation Engine
LOSSES
- INLET LOSSES %o understand the relative importance o" each component e""icienc$ to the ideal c$cle anal$sis, component e""iciencies were added one at a time %he "irst component e""icienc$ added was inlet total pressure recover$ For the inlet component e""icienc$ model, M0& S%4 5..D4 total pressure recoveries were used %o use total pressure recover$ as an e""icienc$ inde', ideal gas relationships were used to trans"orm the total pressure recover$ into its associated process temperatures %hese process temperatures were then used to compute a compression e""icienc$ "or use in the c$cle anal$sis %he resultant "uel consumption comparison is s hown in Figure D As both the ram*et and the !42 are e'periencing the same component e""icienc$ through the same compression process, no change occurred to the relationship between the c$cles %he !42 still e'hibits reduced "uel consumption at all Mach numbers
6.2
COMBUSTOR LOSSES
%he ne't step in the c$cle comparison is to introduce degraded combustor component e""iciencies 0n this step, a nominal G.L heat release e""icienc$ was used %he results, Figure J, are similar to the inlet degraded results in that the !42 still e'hibits reduced "uel consumption As be"ore, both the ram*et and !42 are e'periencing similar component losses, so no signi"icant relative change in per"ormance occurs
Dept. Of Mechanical Engg.
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Seminar Report’
Pulse Detonation Engine
6.3 NOLE LOSSES
For no//le loss modeling, the generall$ accepted no//le gross thrust coe""icient, C:, is used ross thrust is obtained "rom the e(uation :
%he ideal gross thrust, Fg,i, is derived "rom ideal e'pansion to ambient pressure :
+here : is the ideal velocit$ o" the "low e'panded to ambient pressure with no losses %o use no//le gross thrust coe""icient, the energ$ based thrust e(uation 7 5 8 must be combined with the basic thrust e(uation 7 8 Substituting the de"inition o" the gross thrust coe""icient 7 8 results in an e'pression o" the actual e'it velocit$ including losses<
0n this "ormulation, the thermod$namic e""icienc$ must not include an$ no//le thermod$namic losses as the$ are included in the C: 3sing the above "ormulation "or thrust, the "uel consumption "or a realI engine was computed, as shown in Figure G, using a C: o" G5L 6nce again, the !42 sustains its per"ormance advantage at all Mach numbers %his result di""ers "rom the previous work o" Heiser and !ratt?
Dept. Of Mechanical Engg.
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Seminar Report’
Pulse Detonation Engine
%o understand the apparent discrepanc$ with previous results, an e'amination o" the momentum and energ$ "orms o" the no//le e""icienc$ 7C: and Oe respectivel$8 is necessar$ %he two no//le e""iciencies are directl$ related, e(uation 7 -. 8 %he state indicated b$ subscript , represents the isentropic e'pansion "rom state to ambient pressure 2'pansion losses result in the actual no//le e'it velocit$, :-., being lower than that possible with isentropic e'pansion, : %he lower e'it velocit$ e(uates to lower kinetic energ$ and higher temperature in the e'haust stream %he G5L value o" C: used "or this stud$ e(uates to an Oe o" G.L
%he momentum "orm o" the no//le e""icienc$, C:, operates onl$ on the ideal thrust %he ideal thrust, in turn, is solel$ dependent on the post#combustion "luid entrop$, state , and ambient pressure, which together de"ine the ideal, isentropic e'pansion to state , Figure -. %here"ore, the momentum "orm, C:, is onl$ dependent on the post#combustion entrop$ state o" the "luid, and independent o" the postcombustion "luid energ$ level, state 6n the other hand, the energ$ "orm o" the no//le e""icienc$, Oe , operates directl$ on the energ$ o" state , as can be seen b$ comparing Figure with Figure -. 2'panding "rom state incurs a signi"icant loss However, as previousl$ e'plained, state includes the kinetic energ$ o" the detonation wave which is paid back when the gases e'pand back to static conditions %here"ore, a state re"lective o" the actual available energ$ is re(uired %he state re"lective o" the actual energ$ available to the s$stem can be determined b$ considering the instant the
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Seminar Report’
Pulse Detonation Engine
detonation arrives at the end o" the chamber At this instant, the entrop$ o" the s$stem is known to be the same as the CK entrop$ because the gases e'pand to rest isentropicall$ %he known CK entrop$, combined with the known s$stem enthalp$ 7h. P (add8, de"ines state ’ 0n this wa$, energ$ conservation is assured %his anal$sis assumes a thin detonation wave .
+hen the energ$ "orm o" no//le e""icienc$ is applied to the c$cle, the di""erence between state and ’ becomes important, Figure -. Counter intuitivel$, use o" the higher energ$ state, , results in lower per"ormance %his occurs because the e'pansion "rom the higher energ$ state leads to higher entrop$ generation and lower per"ormance 3se o" energ$ state ’, rather than state , is a more representative c$cle point "or accurate !42 anal$sis, as it more appropriatel$ represents the available energ$:
%he per"ormance implications o" properl$ conserving energ$ in the no//le e'pansion are signi"icant, Figure -- ;ecause energ$ state is not available to produce thrust, it’s use in the computation o" the no//le loss, labeled !42 "rom CKI,
Dept. Of Mechanical Engg.
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Seminar Report’
Pulse Detonation Engine
over penali/es the !42 c$cle %he higher losses result in the !42 per"ormance dropping below that o" the ram*et around Mach Anal$ses based on the conserved energ$ state, ’, labeled 2nerg$ Conserved !42I, results in an advantage "or the !42 through Mach 5 0t also can be shown that the energ$ conserved Oe anal$sis o" Figure -- is in e'cellent agreement with the C: anal$sis o" Figure G, "urther corroborating the methodolog$
6.4
CRUISE PO!ER COMPARISONS
%o complete this stud$ o" !42 per"ormance, reduced power levels meant to represent cruise conditions were evaluated %he cruise "uel#to#air ratios o" Figure ? were used %he resulting "uel consumption is presented in Figure -1 %he energ$ conserved !42 maintained its "uel consumption improvement over the ram*et, although its margins o" improvement have diminished %hese diminished margins are a direct result o" the diminished heat addition Since the heat addition, ie combustion, phase o" the c$cle provides the !42 its e""icienc$ advantage, its advantage reduces as the heat addition reduces
%his e""ect is illustrated in more detail in Figure -?, where the "uel consumption at Mach ? is e'amined over a range o" heat additions At the higher heat additions, represented here b$ the higher levels o" speci"ic thrust, the !42 en*o$s its highest "uel consumption bene"it As heat addition and speci"ic thrust are reduced, the !42 advantage is reduced until at the low power settings the ram*et en*o$s the better "uel e""icienc$ 0t should be noted, however, that these power settings are not representative o" sustained "light, as vehicle drag will "ar e'ceed engine thrust
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6.5
Pulse Detonation Engine
DYNAMIC CONSIDERATIONS
0n order to make a "irst order comparison between the !42 and ram*et c$cles, the present anal$sis conserved global enthalp$ and tracked the entrop$ generated b$ the detonation and b$ process ine""iciencies However, in order to gain "urther insight into the detailed operation o" the !42 c$cle and to appl$ more suitable component e""iciencies, the di""erent phases o" !42 operation must be care"ull$ described Such a thermod$namic description will care"ull$ appl$ conservation o" energ$ and conservation o" enthalp$ respectivel$ to the imbedded constant mass and stead$ "low processes which occur during the !42 c$cle For e'ample, the preceding discussions have used global enthalp$ considerations to e'amine the most appropriate state against which to lev$ no//le losses A similar result can be reached through consideration o" the wave d$namics in the chamber< A"ter being processed b$ the detonation wave, each "luid element is brought to rest relative to the closed end o" the detonation tube b$ an isentropic e'pansion %he coupled e'pansion is an inherent part o" the detonation which burns the mi'ture in the chamber in a constant mass process 0n contrast, the subse(uent blow#down o" the detonated gas "rom the chamber is a (uasistead$ "low process 0t is the blow#down process which generates thrust and is directl$ related to the classical no//le "low %hus, again, it is appropriate to keep the detonation#coupled e'pansion process 7 # ’8 separate "rom the "low e'pansion through the no//le 7’ # -.’8 and to assess no//le losses against this last e'pansion
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%he simpli"ied anal$sis given in the
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Pulse Detonation Engine
previous sections made use o" constant no//le thrust coe""icients Real s$stems, however, have "i'ed no//les, and their per"ormance is a "unction o" no//le pressure ratio No//le pressure ratio can var$ an order o" magnitude during the d$namic chamber blow#down process 4etailed integrations o" the blowdown process show that energ$ is conserved
%o correctl$ enter the d$namic blowdown calculation, the s$stem energ$, rather than enthalp$, must be evaluated A state I is de"ined to be the conserved energ$ and post#CK entrop$, Figure -. 0n the d$namic calculation the energ$ e'iting the !42 can be shown to conserve global enthalp$ e'actl$ as state ’ However, since impulse is a "unction o" velocit$ and kinetic energ$ is a "unction o" velocit$ s(uared, the d$namicall$ calculated impulse is slightl$ lower than the e""ective stead$ state computation
Dept. Of Mechanical Engg.
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Pulse Detonation Engine
". CONCLUSION
A "irst principals comparison was made between the per"ormance o" the ram*et and !42 c$cles %he !42 was "ound to out per"orm the ram*et through Mach 5 "or the ideal c$cle and "or representative component e""iciencies Component e""iciencies were applied as inlet
recover$, combustion heat release e""icienc$, and no//le
velocit$ coe""icient 0t was shown that conserving global energ$ provided a more representative basis "or the assessment o" no//le loss Application o" the energ$ "orm o" no//le per"ormance coe""icient to the local CK state resulted in over prediction o" entrop$ generation during the no//le e'pansion process Finall$, the e""ect o" throttle setting was e'amined 0t was shown that at high "light speeds and ver$ low throttle settings, the thermod$namic advantage o" the !42 is lost
Dept. Of Mechanical Engg.
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Pulse Detonation Engine
REFERENCES -8 Space heads in de"ence research 7Author< Kon %egner8 18 Advanced space %ransportation %echnolog$ ?8 ?Jth A0AAASM2SA2AS22 Koint !ropulsion Con"erence Q 2'hibit 8 D#-. Kul$ 1..1, 0ndianapolis, 0ndiana 58 -st Aerospace Sciences Meeting and 2'hibit #G Kanuar$ 1..?, Reno, Nevada 8
4.
ailasanath, Recent 4evelopments in the Research on !ulse 4etonation
2ngines,I .th
A0AA Aerospace Sciences Meeting, A0AA 1..1#.D.
D8 Schauer, F, Stutrud, K, and ;radle$, R, 4etonation 0nitiation Studies and !er"ormance Results "or !ulse 4etonation 2ngine Applications,I ?Gth A0AA Aerospace Sciences Meeting, A0AA 1..-#--1G
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AC#NO!LEDGEMENT
0 am grate"ul to all those who have contributed to this seminar with their suggestions, criticisms and in"ormation As an amateur in this topic, 0 am especiall$ indebted to those who have readil$ responded to m$ appeals "or e'pert guidance
0 am thank"ul to !ro"< S$%&&'()$'. #.R , !ro"essor and Head o" Mechanical 2ngineering 4epartment, "or providing "acilities to present this seminar
0 also thank our sta"" in charge and seminar guide, M). M$*&%* #+,$) P, Asst !ro"essor, 4epartment o" Mechanical 2ngineering "or his inspiration and help throughout the course o" m$ seminar
Dept. Of Mechanical Engg.
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G.E.C. Kozhikoe
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Pulse Detonation Engine
CONTENTS - 0ntroduction
-
1 4i""erences compared to other engine t$pes
?
? !re#compression and 4etonation
5
!rinciple
D
5 Combustion Anal$sis
G
&osses
--
D Conclusion
-J
J Re"erences
-G
Dept. Of Mechanical Engg.
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