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联合技术公司化学系统分公司(CSD)开展了一些新的研究工作,旨在对先进而廉价的多维碳碳发动机整体喉部和入口(ITE)进行评价。主要任务是确定6个2英寸外径的ITE在正常弹道条件(900磅/英寸~2(绝对)平均压力23秒工作时间)下的工作能力。附带的目标是确定用于预估火箭发动机点火期何发动机喉部和入口的内部热响应的现有热化学模拟技术的精度。其方法是用植入式热电偶测得的数据和用热化学模型计算得到的数据进行比较。在进行静态试验的6个ITE中,有3个安装了12支钨铼热电偶,其中6支埋设在离预计的点火试验后的表面0.100英寸的深度中(以下称这种方式为“植入式”),其余6支则粘贴在ITE的背面(以下称这种方式为“表面式”)。这3个ITE的纤维和/或结构形式都是互不相同的。用现行的计算机码来计算ITE的表面状态和材料内部的热响应。由于研究的目标是验证气动加热模型,所以,在热传导计算程序中,使用了点火试验后测得的烧蚀数据,而不用点火前预估的烧蚀数据,从而,消除了点火试验前弹道预估误差。从ITE坯件尾端试验(ITE billet tag end testing)取得了热性质数据,并在必须体现纤维体积比差异的地方,对数据进行调整。根据实测的试验数据,绘制了曲线,并和预计的数据作了对比,发现二者十分吻合。这种相关性表明气动加热模拟技术(其中包含了热传导和热性质方面的一些假定)是正确的。
United Technologies Corp. Chemical Systems Division (CSD) conducted a number of new research efforts aimed at evaluating the overall throat and access (ITE) of advanced and inexpensive multi-dimensional carbon-carbon engines. The main task is to determine the workability of six 2-inch OD ITEs under normal ballistic conditions (900 psi / 2 (absolute) average pressure for 23 second working hours). The attendant goal is to determine the accuracy of existing thermochemical simulation techniques for estimating the internal thermal response of engine throats and inlets at rocket engine ignition. The method is to compare the data measured with the implanted thermocouple with the data calculated with the thermochemical model. Of the six ITEs performing the static test, three installed 12 tungsten-rhenium thermocouples, six of which were buried at a depth of 0.100 inch from the surface of the expected ignition test (hereinafter referred to as “implant Style ”), and the remaining six are pasted on the back of the ITE (hereinafter referred to as“ surface type ”). The 3 ITEs have different fiber and / or structure forms. The current computer code is used to calculate the surface state of the ITE and the thermal response inside the material. Since the goal of the study was to verify the aerodynamic heating model, ablation data measured after the ignition test was used in the thermal conduction calculation program, rather than the estimated ablation data prior to ignition, thereby eliminating the pre-ignition trajectory pre- Estimated error. The thermal properties were obtained from the ITE billet tag end testing and the data was adjusted where differences in fiber volume ratios had to be reflected. According to the measured test data, draw the curve, and compared with the expected data and found that the two are very consistent. This correlation shows that the aerodynamic heating simulation technique, which includes some assumptions about thermal conductivity and thermal properties, is correct.