脈衝爆震引擎需於幾毫秒內完成進氣、混合 及沖淡等行程，此外若使用液態燃料，爆震波的形成取決於燃油之霧化粒徑(SMD須小於10 μm)及粒徑分佈，現今的霧化器很難達到此需求。本實驗使用航空燃油JP-8為主要燃料，在進氣系統部分則選用缸內直噴的霧化器，此霧化器具有良好操作壓力與可調的作動時間，搭配極佳的反應時間可準確的控制噴射正時與當量比。實驗測試結果顯示燃油壓力需達到8 MPa才能使SMD (Sauter mean diameter) 小於10 μm。本實驗亦導入閃沸(flash-boiling)的概念來得到更小的霧化粒徑，但是為了達到此概念的需求，其燃油需先加熱至大氣飽和溫度，這將會導致燃油裂解及熱反應而產生碳粒的析出。對於此現象，本研究建立了一套除氧系統來降低燃油內之溶氧量及管路與容器之氧氣含量，並進一步針對加熱溫度對碳粒析出現象進行探討。而燃油溫度增加至373 K時，其燃油壓力只需6 MPa即可達到爆震波形成之門檻( 10 μm)。
為了增加能量密度及降低體積的需求，液態燃料應用於脈衝爆震引擎。在JP-8與氧氣混合物之爆震波點燃部分，本研究利用不同的初始溫度來達到所需之蒸氣比例，JP-8完全蒸發的溫度約介於380至410 K，而由實驗結果顯示在初始溫度為373 K時，因為此溫度產生的燃油蒸氣不足，使得爆震波無法順利形成，且在爆震管的底部發現凝結的燃油。當初始溫度提升至393 K時，雖然有一小部份燃料仍為液態，爆震波還是可以順利形成，至於初始溫度為413、433及453 K時，JP-8已完全蒸發成氣態，其爆燃波轉換成爆震波的距離(DDT run-up distance)及壓力軌跡(pressure trace) 與氣態燃料與氧氣混合物(如丙烷與氧氣)之結果非常相似。除此之外，本實驗也探討不同的當量比對於爆震波形成距離的影響。若當量比接近貧油及富油的極限時，其爆震波形成的距離將大幅度增加。其次，雖然基於安全因素的考量，初始溫度為393及413 K時的富油極限沒被找出，但隨著初始溫度的提升，其富油極限則明顯的隨之下降，至於爆震波形成的最短距離大約為200mm，與丙烷及氧氣混合物的結果相近。而在減少氧氣的使用量考量下，本研究添加氮氣來稀釋氧氣濃度。藉由改變氮氣與氧氣的比例(β)來觀察對於爆震波形成距離的影響，當β增加時，將造成當量比的操作範圍縮小，特別是β為0.4時，爆震波將無發順利形成，丙烷與氧氣之混合物亦有類似的趨勢。

A pulse detonation engine must complete the process of feeding, mixing, and purging within milliseconds. With liquid fuel, such an engine is extremely sensitive to the Sauter mean diameter (SMD - must be less than 10 μm) and particle size distribution of the fuel, requirements which are difficult if impossible for most fuel injectors to achieve. This study uses the aviation fuel JP-8 and an injector of direct injection engine. This injector can be operated in a wide operation pressure range and duration time. The injection timing and equivalence ratio could also be accurately controlled with good response time. The results indicate that a fuel pressure greater than 8 MPa can achieve the SMD of less than 10 μm. This study further incorporated the concept of flash boiling to obtain a smaller SMD. However, this might result in carbon deposition due to cracking or thermal reaction. To circumvent this phenomenon, a deoxygenation device was designed and employed to mitigate oxidization and to investigate the effects of heating temperature on the generation of deposition. The results of spray distribution indicated when the fuel was heated to 373 K, only a fuel pressure of 6 MPa was necessary for achieving fuel droplet characteristics favorable for detonation.
Liquid fuel with sufficient vapor proportion at micron scale is essentially required in order to increase specific energy density and reduce volume requirements for application of a pulse detonation engine. For detonation initiation of liquid fuel with oxygen, the effects of initial temperature were investigated. It is known that the fully vaporized temperature range of JP-8 from 380 to 410 K. At an initial temperature of 373 K, the fuel vapor with oxygen was not enough to induce the reaction, which led to the detonation initiation failure. Condensed fuel was also observed on the bottom of the detonation tube. A temperature of 393 K, the detonation wave was successfully generated even though a portion of fuel was still in a liquid state. At initial temperatures of 413 K, 433 K, and 453 K, the deflagration-to-detonation run-up distance and pressure trace at fully vaporized conditions were similar to those of gaseous mixtures, such as a propane-oxygen mixture. In addition, the tests with different equivalence ratios were conducted to evaluate the DDT run-up distance. A rapid increase in DDT run-up distance was observed at equivalence ratios close to lean and rich limits. It is also noted that there was a reduction in the rich limit with increasing initial temperature. The minimum DDT run-up distance was approximately 200 mm, which was similar to propane and oxygen mixture results. In order to reduce the volume of consumed oxygen, the oxygen concentration was diluted with nitrogen. The effect of the nitrogen/oxygen ratio (β) on the DDT run-up distance was investigated. As β increased, lean and rich limits of the equivalence ratio decreased. When β was great than 0.4, the detonation wave could not be successfully initiated, which is similar to propane mixtures test cases.

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