ANALYSIS OF PERFORMANCE OF AMMONIA AIR-BREATHING VARIABLE CYCLE ENGINE
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摘要: 针对飞行马赫数0 ~ 10的宽域飞行器对吸气式动力的需求, 提出了一种以氨为燃料和冷却剂的宽域吸气式变循环发动机, 其工作模态可有3种: 涡轮模态、预冷模态和冲压模态. 首先通过对该发动机各模态热力循环过程进行建模, 计算得到发动机比推力、比冲和总效率等性能参数, 初步验证其在马赫数0 ~ 10范围内工作的可行性; 然后, 选取甲烷和正癸烷为低温低密度和煤油类碳氢燃料的典型代表, 对比各模态下氨与碳氢燃料发动机的性能差异. 结果表明, 由于氨突出的当量总热沉和当量热值, 飞行马赫数3 ~ 5的预冷模态发动机性能各指标均优于碳氢燃料. 在涡轮模态和冲压模态下, 氨燃料发动机比冲较低, 但比推力和总效率优于碳氢燃料; 最后, 对比分析各类燃料马赫数0 ~ 10宽域工作特性, 发现氨预冷可以显著提升发动机比推力, 特别在高马赫数范围, 再生冷却通道内氨可发生裂解反应大量吸热并分解为氢气和氮气, 会进一步提升发动机比推力和比冲, 且不会堵塞冷却通道, 因此可胜任飞行马赫数0 ~ 10的宽范围飞行需求. 而煤油类碳氢燃料受限于比推力低和裂解结焦问题, 最高工作马赫数难以超过8. 本文提出的氨燃料吸气式变循环发动机, 当量冷却能力强且比推力高, 适合用于二级入轨飞行器的一级动力、高马赫数宽域吸气式飞行以及未来高超声速民航等场景.Abstract: In response to the demand of air-breathing power for wide-range aircraft with flight Mach number 0 ~ 10, a wide-range air-breathing variable cycle engine using ammonia as the fuel and coolant is proposed in the research. There are three working modes: turbine mode, pre-cooling mode and ramjet mode. Firstly, the feasibility of the engine at Mach 0 ~ 10 was preliminarily verified by modeling the thermodynamic cycle process of each mode and calculating the performance parameters such as specific thrust, specific impulse and total efficiency. Then, methane and decane were selected as the typical representatives of low temperature and low density and kerosene hydrocarbon fuels, and the performance of the engines fueled by ammonia and hydrocarbon fuels in turbine mode, pre-cooling mode and ramjet mode were comprehensively compared. The results show that due to the outstanding equivalent total heat sink and equivalent heat value of ammonia, the performance of it in the pre-cooling mode at Mach 3 ~ 5 is better than that of hydrocarbon fuels. In turbine mode and ramjet mode, the specific impulse of the engine using ammonia as the fuel is lower, but the specific thrust and total efficiency are better than that of hydrocarbon fuels. In the end, the operating characteristics of various fuels at Mach 0 ~ 10 were compared and analyzed, it shows that ammonia precooling can significantly improve engine performance in terms of wide-range operating characteristics, especially in the high Mach number, when ammonia is thermally decomposed into hydrogen and nitrogen in the regenerative cooling channel on the combustion chamber wall, the specific thrust and specific impulse of the engine will be further improved. And using ammonia as the coolant will not block the cooling channel, so it can meet the wide-range flight requirements of Mach 0 ~ 10. Kerosene hydrocarbon fuel is limited by low specific thrust and pyrolysis coking problems, and generally the maximum working Mach number does not exceed 8. In conclusion, the air-breathing variable cycle engine using ammonia as the fuel proposed in this paper has excellent equivalent cooling capacity and specific thrust index, and is suitable for applications such as the primary power of the two-stage orbiting vehicle, high Mach number air-breathing flight and future hypersonic civil aviation.
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Key words:
- ammonia /
- turbine mode /
- pre-cooling mode /
- ramjet mode /
- equivalent total heat sink /
- equivalent heat value
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图 6 涡轮、预冷模态发动机性能的对比(3马赫)
Figure 6. Comparison of engine performance in turbine mode and precooling mode (Ma = 3)
6 涡轮、预冷模态发动机性能的对比(3马赫) (续)
6. Comparison of engine performance in turbine mode and precooling mode (Ma = 3) (continued)
图 8 总压比随压缩效率的变化
Figure 8. Variation of total pressure ratio with compression efficiency
图 9 碳氢燃料吸气式冲压发动机比冲随来流速度变化曲线
Figure 9. Variation curve of specific impulse of hydrocarbon fuel air-breathing ramjet with incoming flow speed
表 1 几种典型燃料的燃烧特性汇总
Table 1. Summary of combustion characteristics of several fuels
Fuel NH3 Aviation kerosene CH4 H2 net heating value/(MJ·kg−1) 18.6 42.5 50.0 120.0 flammability/% 15 ~ 28 1.4 ~ 7.5 5 ~ 15 4 ~ 75 adiabatic flame temperature/K 2092 2342 2277 2384 minimum auto ignition temperature/°C 650 425 630 520 
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表 2 几种燃料的物理性质汇总
Table 2. Summary of physical properties of several fuels
Fuel NH3 C10H22 CH4 H2 boiling temperature at 1 atm/°C −33.4 174.2 −161.0 −253.0 liquid density/(kg·m−3) 682.5 731.2 422.5 72.2 fst 0.165 0.067 0.058 0.029 hfc/(kJ·kg−1) 4500 3300 3338 14197 hPR/(MJ·kg−1) 18.6 44.6 50.0 120 fst∙hfc/(kJ·kg−1) 742.5 219.8 194.3 414.5 fst∙hPR/(MJ·kg−1) 3.07 2.97 2.91 3.50 market prices/(CNY·kg−1) 5.2 7.9 7.2 70.0
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表 3 不同飞行工况下的进气道压缩效率
Table 3. Compression efficiency of intake under different flight conditions
Ma0 σc ηc 5 0.487 0.942 6 0.341 0.909 7 0.228 0.868 8 0.151 0.821 9 0.101 0.770 10 0.070 0.716
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表 4 不同燃料的总动能效率
Table 4. Total kinetic energy efficiency of different fuels
Ma0 ηKEO(NH3) ηKEO(C10H22) ηKEO(CH4) 5 0.816 0.822 0.824 6 0.764 0.767 0.769 7 0.729 0.729 0.731 8 0.705 0.703 0.705 9 0.688 — 0.687 10 0.678 — 0.677
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