• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.42-47
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• 2004

Air-fuel mixing and flame-holding are two important factors that have to be considered in the design of an injection system. Different injection strategies have been proposed with particular concern for rapid air-fuel mixing and flame-holding. Two representative injection techniques can be applied in a supersonic combustor. One of the simplest approaches is a transverse(normal) injection. The cavity flame holder, an integrated fuel injection/flame-holding approach, has been proposed as a new concept for flame holding and air-fuel mixing in a supersonic combustor. This paper describes numerical efforts to characterize the flame-holding and air-fuel mixing process of a model scramjet engine combustor, where hydrogen is injected into a supersonic cross flow and a cavity. The combustion phenomena in a model scramjet engine, which has been experimentally studied at University of Queensland and Australian National University using a free-piston shock tunnel, were observed around the separation region of the transverse injector upstream and the inside cavity. The results show that this flow separation generates recirculation regions which increase air-fuel mixing. Self-ignition occurs in the separation-freestream and cavity-fteestream interfaces.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2004.03a
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• pp.55-61
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• 2004

Numerical simulations were conducted in a rectangular scramjet combustor with a cavity and/or a step in order to investigate their performances for flame-holding. Flow structures and OH radical profiles in the cavity and the step were calculated. The calculated results showed that the cavity generated a larger recirculation zone than the step that had the same depth. Additionally, the combustor with a cavity could make a large low-velocity area than the combustor with a step. The cavity performance was determined by its depth and length. The cavities with too large or too short length did not work effectively, and a certain aspect ratio showed high performance for flame-holding. There was a minimal depth under which the cavity did not work as flame-holder. The fuel injections upstream the cavity and inside the cavity were also tested to investigate the effects on the cavity performance. The result showed that the fuel injection inside the cavity reduced reaction areas and residence time. Therefore, the upstream injection was preferable to the inside injection.

• Aerospace Engineering and Technology
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• v.6 no.2
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• pp.14-20
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• 2007

In this study, characteristics of jet type flame holder for ramjet engine combustors are investigated Jet flame holder can be easily controlled by the injection angle change and jet momentum variation without any thermal protection devices. Due to the intensive turbulent mixing effect, jet flame holder shows better flame holding performance than mechanical flame holders such as cavity, step and v-shape flame holder.

• Transactions of the Korean Society of Automotive Engineers
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• v.7 no.8
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• pp.99-106
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• 1999

The present study deals with the effect of combustion chamber shape on in-cylinder soot oxidation characteristics of a D.I . diesel engine. The analysed combustion chambers were a toroidal and a reentrant with a projection(Complex). The two-color method was used to measure in-cylinder flame temperature and KL value which is approximately proportional to the soot amount along the optical path. In addition, heat release rate was calculated from the in-cylinder pressure data. From these investigations , the soot oxidation of the reentrant and the complex which were strengthen squish flows went worse in late combustion period under heavy-load operation compared to that of the toroidal at retarded fuel injection timing . It might be the cause of the flame holding that squish lip depress the outflow of flame from the bowl to the entire combustion space.

• Journal of Advanced Marine Engineering and Technology
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• v.23 no.3
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• pp.320-330
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• 1999

A numerical study was performed to investigate spray behavior and its interaction with air flow in a flame holding region of an oil burner(0.1MW) using the KIVA3 code. The numerical results in shape of the recirculating flow and size of the recirculation zone under different conditions were compared to those experimental results. The numerical results in fuel droplet trajectory show that a droplet under 30${\mu}m$ can follow the air flow but a droplet over 50${\mu}m$ penetrates the recirculation zone due to large momentum and a droplet of 30-50${\mu}m$ can follow the recirculating flow or pene-trates the recirculation zone.

• 한국연소학회:학술대회논문집
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• 2003.12a
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• pp.159-165
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• 2003

This paper describes numerical efforts to characterize the flame-holding and air-fuel mixing process of model SCRamjet engine combustor, where a hydrogen jet injected into a supersonic cross flow and in a cavity. Combustion phenomena in a model SCRamjet engine, which has been experimentally studied at University of Queensland and Australian National University using a free-piston shock tunnel, was observed around separation region of upstream of the normal injector and inside of cavity. The results show that the separation region and cavity generates several recirculation zones, which increase the fuel-air mixing. Self ignition occurs in the separation-freestream and cavity-freestream interface.

• Journal of the Korean Society of Propulsion Engineers
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• v.8 no.1
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• pp.61-69
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• 2004

This paper describes numerical efforts to characterize the flame-holding and air-fuel mixing process of model SCRamjet engine combustor, where a hydrogen jet injected into a supersonic cross flow and in a cavity Combustion phenomena in a model SCRamjet engine, which has been experimentally studied at University of Queensland and Australian National University using a free-piston shock tunnel, was observed around separation region of upstream of the normal injector and inside of cavity. The results show that the separation region and cavity generates several recirculation zones, which increase the fuel-air mixing. Self ignition occurs in the separation-freestream and cavity-freestream interface.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2006.11a
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• pp.303-308
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• 2006

This paper describes numerical efforts to investigate combustion characteristics of HyShot scramjet engine. The corresponding altitude, angle of attack, and equivalence ratio are 28 km, $0^{\circ}$, and 0.426 respectively. $H_2$ and OH mass fraction show that the upstream recirculation zone of injector has flame-holding effects and main combustion begins at 15 cm downstream from cowl. Two-dimensional simulation reasonably predicts combustor inner pressure and also reveals periodic combustion characteristics of HyShot scramjet engine.

• Proceedings of the Korean Society of Propulsion Engineers Conference
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• 2010.11a
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• pp.379-385
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• 2010

Mechanism of combustion frequencies occurring during combustion is experimentally investigated in a model combustor with V-gutter flameholder. The combustor has a long duct shape with a cross section area of $40{\times}40mm$. The v-gutter type flameholder with 10, 12, 14mm width is mounted at the side wall of combustor. CNG were used as fuel, and the fuel was injected transversely into air crossflow. It is found that combustion frequencies were considered as first longitudinal mode caused by combustor geometry. And it is found that flameholder length affects the flame holding range. Also, it is observed first longitudinal pressure oscillations make significant changes of flame structure.

• Journal of the Korean Society for Heat Treatment
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• v.17 no.6
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• pp.346-355
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• 2004

The flame quenching process has been employed to modify the surfaces of commercial marine propeller material, aluminum bronze alloy (Cu-8.8Al-5Ni-5Fe), and the microstructure, hardness and wear properties of the flame-quenched layers have been studied. The thermal history was accurately monitored during the process with respect to both the designed maximum surface temperature and holding time. The XRD and EDX analyses have shown that at temperatures above $T_{\beta}$, the microstructure consisting of ${\alpha}+{\kappa}$ phases changed into the ${\alpha}+{\beta}^{\prime}$ martensite due to an eutectoid reaction of ${\alpha}+{\kappa}{\rightarrow}{\beta}$ and a martensitic transformation of ${\beta}{\rightarrow}{\beta}^{\prime}$. The ${\beta}^{\prime}$ martensite phase formed showed a face-centered cubic (FCC) crystal structure with the typical twinned structure. The hardness of the flame-quenched layer having the ${\alpha}+{\beta}^{\prime}$ structure was similar to that of the ${\alpha}+{\kappa}$ structure and depended sensitively on the size and distribution of hard ${\kappa}$ and ${\beta}^{\prime}$ phases with depth from the surface. As a result of the sliding wear test, the wear resistance of the flame-quenched layer was markedly enhanced with the formation of the ${\beta}^{\prime}$ martensite.