A large amount of carbon dust is generated in the process of aluminum smelting by molten salt electrolysis. The carbon dust is solid hazardous waste but contains a large quantity of recyclable components such as carbon and fluoride. How to recycle carbon dust more effectively is a challenge in the aluminum electrolysis field. In this study, X-ray diffraction, scanning electron microscope, and other methods were used to analyze the phase composition of electrolytic aluminum carbon dust. The effects of particle size distribution of carbon dust, impeller speed, reagent addition, mixing time, and flotation time on the flotation recovery of carbon dust were studied. The optimal flotation conditions were obtained and the flotation products were analyzed. The results show that the optimal particle size distribution is 70% of particles below 200 mesh, corresponding to a grinding time of 11 min. The optimum speed of the flotation machine was to be between 1600 and 1800 r/min with the best slurry concentration of 20–30% and 5 min mixing time, and the collector kerosene was suitable for adding in batches. Under the above conditions, the recovered carbon powder with a carbon content of 75.6% was obtained, and the carbon recovery rate was 86.9%.

Impinging-jet injectors, liquid–liquid coaxial swirl injectors, and liquid–liquid pintle injectors are representative liquid–liquid injectors in liquid rocket engines (LRE). For these liquid–liquid injectors, the atomization processes all involve the liquid impingement, including jet–jet, sheet–sheet, and jets/sheet–sheet impingement, respectively. After impingement, a liquid sheet forms and fragments. Based on these similarities, reviewing published literature on the spray characteristics of these three liquid–liquid injectors in LRE is necessary and will facilitate the investigation of spray characteristics of liquid–liquid pintle injectors to meet the progress of variable-thrust LRE. This review covers the following aspects of these injectors: basic spray morphology, liquid sheet characteristics and disintegration mechanisms, and atomization characteristics. For impinging-jet injectors, rim instability and impact wave play crucial roles in spray morphology and disintegration. Jet Weber number is of great importance for liquid sheet breakup length and mean droplet diameter. In the case of liquid–liquid coaxial swirl injectors, the overall spray morphology is similar to that of pressure swirl injectors, but it may feature two separate liquid sheets. The recess length strongly influences spray morphology, spray angle, breakup length, and Sauter mean diameter. Liquid–liquid pintle injectors can be simplified to injection element, in which the spray morphology resembles a cloak-like shape. In a complete pintle injector, the spray forms a conical liquid sheet. Momentum ratio proves to be the most significant parameter for predicting spray angle. Although the review indicates substantial progress has been made in understanding spray characteristics of liquid–liquid injectors, there remain several shortcomings that require further research, particularly for pintle injectors, which can be learned from the other two injectors.

The Rocket-Based Combined-Cycle (RBCC) engine integrates the preponderance of ramjet and rocket engines. It can perform excellently at a lower Mach number than a ramjet while consuming less fuel than the rocket. The higher specific impulse under lower flight Mach conditions guarantees the competitiveness and application prospect of an RBCC engine for reusable space transportation and hypersonic cruise vehicles. With a wide range of Mach numbers, the flow choking between primary and secondary streams in the inner flow passage of the engine becomes complicated. The flow choking not only affects the mass flow ratio between the air stream and rocket plume but also determines the thrust performance of the engine. However, the relationship between flow-choking states and thrust performance has not been revealed. This investigation aimed to provide a better design reference for the RBCC trajectory design and a basis for the RBCC engine geometry design so that the thrust performance under different flow choking states was studied. The findings indicate that the engine is more favorable in the supersonic regime status than others. At the premise of the lower total pressure air stream condition, the thrust of the RBCC engine is attributed to the rocket pressurization effect. On the contrary, its thrust is ascribed to the air stream when the air stream total pressure is higher. Besides, the thrust augmentation of the RBCC engine is essentially due to the larger entrainment ratio. There is a rocket mass flow rate range in different mixer diameters, named region B in this paper, in which the air mass flow rate can be boosted with the rocket mass flow rate and the specific impulse ratio is higher than the rocket specific impulse. Significantly, the RBCC design state should be maintained in region B to meet the operational requirements of engines under the precondition of an insufficient flight Mach number.

Flame stabilization characteristics in the supersonic combustor with a circular cross-section strut were experimentally investigated. The Mach number, stagnation pressure, and stagnation temperature of the inflow were 2.52, 1.60 MPa, and 1486 K, respectively. Compared to the wedge-shaped recirculation flow at the base of the rectangular cross-section strut, the conical recirculation flow at the base of the circular cross-section strut possessed a more favorable geometry characterized by a longer length, a larger volume, and a small surface. When fueled by hydrogen, the combustor equipped both with a circular cross-section strut and a rectangular cross-section strut could achieve self-sustaining combustion. In the tests with equivalence ratios of 0.08 and 0.12, the time-averaged flame chemiluminescence intensity in the combustor with a circular cross-section strut was higher than its counterpart in the combustor with a rectangular cross-section strut by 80% and 53%, respectively. Nevertheless, the standard deviations of the flame chemiluminescence intensities showed an opposite trend. Therefore, the reaction zone downstream of the circular cross-section strut was more vigorous and stable. When both kerosene and hydrogen were supplied to the combustor, these two struts failed to stabilize the flame. Although an unsteady hydrogen–kerosene flame was witnessed in the combustor, it extinguished within 2 ms because the recirculation flow at the base of the strut was too small. Shock wave generators were employed to enhance the flame stabilization ability of the strut with a circular cross section. The experimental results suggested that shock wave generators significantly enlarged the recirculation flow and created a region with high temperature and high pressure. The self-sustaining hydrogen–kerosene flame was achieved in the combustor equipped with shock wave generators.

An annular scramjet combustor features structural symmetry, uniform flow field, and minimal corner effects. Its relatively small flow path height enhances fuel mixing. This study employs numerical simulations to investigate fuel mixing and combustion characteristics in the annular scramjet combustor at an inflow Mach number of 2.35. At a fixed injection position, increasing the equivalence ratio improves fuel penetration and spanwise spread but decreases mixing efficiency. As the distance from the injector orifice to the cavity leading edge (Lj) increases from 40 to 140 times the injector diameter (d), fuel mixing efficiency improves upstream of the cavity. Three combustion modes are identified: supersonic combustion mode (mode 1), cavity partially choked mode (mode 2), and injection section partially choked mode (mode 3). The combustion mode is determined jointly by injection distance and equivalence ratio. For short injection distances (Lj/d ≤ 80), the combustion zone is mainly in the jet windward shear layer and cavity. At low equivalence ratios, heat release is insufficient to induce thermal choking. The combustion occurs in mode 1. As equivalence ratio increases, thermal choking occurs near the cavity. The combustion is characterized by mode 2. For 80 < Lj/d ≤ 100, increasing the equivalence ratio shifts the thermal choking from the cavity to the injection section. As a result, the combustion mode transitions from mode 1 to mode 2 and eventually to mode 3. For Lj/d > 100, the combustion zone consistently resides upstream of the cavity. At low equivalence ratios, the combustion mode is mode 1, while higher equivalence ratios correspond to mode 3.

The ejector mode of the Rocket-Based Combined-Cycle (RBCC) engine is characterized by high fuel consumption. This study is aimed at investigating the influence of the rocket fuel-rich degree on the RBCC engine’s performance under the ejector mode combined with simultaneous mixing and combustion (SMC). Numerical simulations were conducted for various rocket mixing ratios ( ) under subsonic ( ) and supersonic ( ) flight conditions. It was observed that a high fuel-rich degree in the rocket plume negatively impacts the eject performance under all conditions. However, it improves the overall performance () at high flight Mach numbers (). For supersonic conditions, increasing the fuel-rich degree promotes greater fuel participation in combustion, thereby enhancing RBCC engine performance. Nevertheless, the subsonic-supersonic mixing layer exhibits low evolution, resulting in a decrease in reaction efficiency from 29.2% to 12.0% as the decreases from 3.2 to 1.6. Consequently, there is an inefficient utilization of fuel. To optimize RBCC engine performance, the rocket fuel-rich degree can be appropriately increased. However, this increase should be limited to prevent fuel wastage arising from low reaction efficiency. Under subsonic conditions ( ), the low kinetic energy of captured air leads to the occurrence of “negative thrust surface” and “wall impact” phenomena, which hinder the efficient and stable operation of the RBCC engine. Consequently, adjusting the fuel-rich degree alone cannot promote specific impulse (), and a low fuel-rich degree is considered an ideal strategy when combined with adjustable nozzle technology.