An electrostatic supersonic shear coupling atomization experimental device simulating engine operating conditions

Abstract

This invention relates to the field of engine fuel atomization technology, and more particularly to an electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions. The device includes a supersonic shear unit, an electrostatic enhancement unit, an experimental fuel channel, and a data acquisition unit. The supersonic shear unit includes an air combustion chamber equipped with an accelerating nozzle. The electrostatic enhancement unit includes electrodes, the input end of which is electrically connected to an adjustable high-voltage DC power supply, and the discharge end of which is positioned opposite to the fuel nozzle of the experimental fuel channel. The data acquisition unit includes an operating condition data acquisition module and a spray data acquisition module. Using the above-mentioned electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions, high-enthalpy air is generated through hydrogen-oxygen-enriched air combustion to simulate the engine inflow characteristics under flight conditions. The combined atomization device of the supersonic shear unit and the electrostatic enhancement unit facilitates experimental research on electrostatically enhanced atomization of liquid fuels.

Description

Technical Field

[0001] This invention relates to the field of engine fuel atomization technology, and in particular to an electrostatic supersonic shear coupling atomization experimental device that simulates engine operating conditions. Background Technology

[0002] As the core power unit of hypersonic vehicles, the combustion efficiency and flame stability of air-breathing ramjet engines are highly dependent on the quality of fuel atomization. Under Mach 4 flight conditions, the incoming flow in the engine combustion chamber has high enthalpy (800~900K), supersonic speed (Mach 2 level), and high momentum characteristics. The fuel needs to be atomized, mixed, and burned in an extremely short time, which places stringent requirements on the atomization enhancement capability of the spray device and the realism of the flow field simulation.

[0003] Existing spray testing equipment cannot meet the above requirements and has the following key technical defects: 1) Distortion in simulation of high enthalpy supersonic flow field: Most devices use low-speed incoming air, which cannot reproduce the supersonic conditions inside the engine. They also lack the high enthalpy generation mechanism of hydrogen and oxygen-enriched air combustion. They only use simple methods such as electric heating to raise the temperature, which is difficult to match the high enthalpy and high momentum characteristics under actual working conditions, resulting in a large deviation between experimental results and engineering reality.

[0004] 2) The atomization enhancement mechanism is singular and has poor adaptability: Traditional devices rely on mechanical crushing or single pneumatic shearing without combining the charged crushing effect of electrostatic field. The crushing effect is poor for difficult-to-atomize media such as gel fuel (viscosity 500~1000mPa·s) and metal-added fuel (metal particle ratio ≤20%). The droplet size is mostly greater than 100μm and the distribution uniformity is poor.

[0005] Therefore, there is an urgent need for an electrostatic supersonic shear coupling atomization experimental device to simulate engine operating conditions and to adapt to fuels that are difficult to atomize. Summary of the Invention

[0006] The purpose of this invention is to provide an electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions, thereby solving the above-mentioned technical problems.

[0007] To achieve the above objectives, the present invention provides an electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions, including a supersonic shear unit, an electrostatic enhancement unit, an experimental fuel channel, and a data acquisition unit. The supersonic shearing unit includes an air combustion chamber, an acceleration nozzle is provided at the tail end of the air combustion chamber, the experimental fuel channel is coaxially arranged with the air combustion chamber, and the experimental fuel channel is fixedly connected to the air combustion chamber. The electrostatic enhancement unit includes an electrode disposed in the experimental fuel channel. The input end of the electrode is electrically connected to an adjustable high-voltage DC power supply, and the discharge end of the electrode is disposed opposite to the fuel nozzle of the experimental fuel channel. The data acquisition unit includes a condition data acquisition module installed on the combustion chamber and a spray data acquisition module installed at the end of the experimental fuel channel.

[0008] Preferably, the experimental fuel channel is provided with an inner insulation layer, a metal layer, and a heat insulation layer from the inside to the outside; the inlet end of the experimental fuel channel is provided with an experimental fuel injection valve, the outlet end of the experimental fuel channel is provided with an experimental fuel nozzle, and the metal layer of the channel is grounded.

[0009] Preferably, an insulating sheath is provided on the outside of the electrode, the electrode is coaxially arranged with the experimental fuel channel, the discharge end of the electrode is located inside the experimental fuel nozzle, and the distance between the top of the discharge end and the end face of the experimental fuel nozzle is ≤0.5mm.

[0010] Preferably, the air combustion chamber is provided with an injection panel at the input end, a hydrogen injection valve is provided on one side of the injection panel, and a number of circumferentially distributed hydrogen injection holes are provided on the other side of the injection panel. The hydrogen injection holes are inclined, one end of the hydrogen injection hole is connected to the hydrogen injection valve, the hydrogen injection valve is connected to the hydrogen source, and the other end of the hydrogen injection hole is connected to the air combustion chamber.

[0011] Preferably, the circumferential side of the air combustion chamber is provided with an ignition interface, a data acquisition interface, and an oxygen-enriched injection valve; the ignition interface is used to connect an igniter; the oxygen-enriched injection valve is used to connect an oxygen-enriched source; the extended axes of several hydrogen injection nozzles intersect at the same point in the axial direction of the air combustion chamber, and the intersection point is located in the same axial position as the oxygen-enriched injection valve; the data acquisition interface is used to set up an operating condition data acquisition module, which includes a temperature sensor and a pressure sensor for detecting the temperature and pressure inside the air burner.

[0012] Preferably, the angle between the extended axis of the hydrogen injection nozzle and the axis of the air combustion chamber is 30°, and both the ignition port and the oxygen-enriched injection valve are located at 1 / 3 of the axis of the air combustion chamber.

[0013] Preferably, a nozzle heat insulation layer is provided on the outside of the acceleration nozzle. The acceleration nozzle includes a contraction section and an expansion section arranged in sequence. A constant diameter throat section is provided at the connection between the contraction section and the expansion section. The roughness Ra of the inner wall of the constant diameter throat section is ≤0.8μm, and the roughness Ra of the contraction section and the expansion section is ≤1.6μm. This is used to accelerate the high enthalpy air generated by combustion to a set flow rate gas to simulate the engine inflow environment under flight conditions.

[0014] Preferably, the inner side of the air burner is provided with a high-temperature resistant coating, and the outer side of the air burner is provided with a combustion chamber heat insulation layer.

[0015] Preferably, the spray data acquisition module includes an image acquisition unit and a laser particle size analyzer, which respectively acquire droplet size distribution data and droplet breakage dynamic images.

[0016] Therefore, the electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions, as described above, has the following beneficial effects: (1) An acceleration nozzle is provided at the tail end of the air combustion chamber in the supersonic shear unit. High enthalpy air of 800~900K is generated by hydrogen-oxygen-enriched air combustion. The acceleration nozzle is a Laval nozzle structure, which accelerates the high enthalpy air to Mach 2 to simulate the engine flow characteristics under Mach 4 flight conditions. The flow field parameters have small deviations from the actual working conditions and the real engine working conditions. The data acquisition unit collects the working conditions and atomization effect data, which is convenient for carrying out electrostatic enhanced atomization experimental research on liquid fuel.

[0017] (2) Through the composite atomization device of supersonic shear unit and electrostatic enhancement unit, the electrostatic-supersonic shear coupling mechanism significantly reduces the droplet size, making it suitable for various difficult-to-atomize fuels, such as conventional aviation kerosene D. 32 ≤50μm, gel fuel D 32 ≤80μm, metal-added fuel D 32 ≤90μm.

[0018] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to the present invention. Figure 2 This is a cross-sectional view (AA) of an electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to the present invention. Figure 3 This is a schematic diagram of the experimental fuel channel structure of the present invention.

[0020] Figure Labels 1. Experimental fuel channel; 11. Insulation layer inside the channel; 12. Metal layer of the channel; 13. Heat insulation layer of the channel; 14. Experimental fuel injection valve; 15. Fuel nozzle; 2. Electrode; 21. Input end of the electrode; 22. Discharge end of the electrode; 23. Insulating sleeve; 3. Air combustion chamber; 31. Ignition interface; 32. Data acquisition interface; 33. Oxygen-enriched injection valve; 34. Combustion chamber heat insulation layer; 4. Injection panel; 41. Hydrogen injection valve; 42. Hydrogen injection nozzle; 5. Acceleration nozzle; 51. Contraction section; 52. Expansion section; 53. Insulation layer of the nozzle; 54. Equal diameter throat section; 6. Image acquisition device; 7. Laser particle size analyzer. Detailed Implementation

[0021] In the description of this invention, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0023] like Figures 1-2 As shown, an electrostatic supersonic shear coupling atomization experimental device simulating engine operating conditions includes a supersonic shear unit, an electrostatic enhancement unit, an experimental fuel channel 1, and a data acquisition unit.

[0024] The supersonic shearing unit includes an air combustion chamber 3, which is made of Inconel 625 high-temperature alloy and is a cylindrical cavity with an inner diameter of 80 mm and a length of 150 mm. The inner side of the air burner is coated with a high-temperature resistant coating of YSZ (yttrium-stabilized zirconia) with a thickness of 0.2 mm to improve the combustion chamber's resistance to high-temperature corrosion. An outer heat insulation layer 34, made of zirconia ceramic fiber, is located on the outside of the air burner and is 5 mm thick. An acceleration nozzle 5 is located at the tail end of the air combustion chamber 3. The experimental fuel channel 1 is coaxially arranged with the air combustion chamber 3 and is fixedly connected to it.

[0025] An injection panel 4 is provided at the input end of the air combustion chamber 3. The injection panel 4 is made of 316L stainless steel and is 10mm thick. A hydrogen injection valve 41 is provided on one side of the injection panel 4. The hydrogen injection valve 41 is a needle valve-type metering valve. 24 circumferentially distributed hydrogen injection holes 42 are provided on the other side of the injection panel 4. The holes are 1mm in diameter and are evenly spaced circumferentially. The hydrogen injection holes 42 are inclined, and the extended axis of the hydrogen injection holes 42 makes an angle of 30° with the axis of the air combustion chamber 3. One end of the hydrogen injection hole 42 is connected to the hydrogen injection valve 41, which is connected to a hydrogen source. The other end of the hydrogen injection hole 42 is connected to the air combustion chamber 3 for uniformly injecting hydrogen into the combustion chamber. The air combustion chamber 3 is provided with an ignition interface 31, a data acquisition interface 32, and an oxygen-enriched injection valve 33 on its circumferential side; the ignition interface 31 is an M16 threaded interface used to connect a high-energy igniter; the oxygen-enriched injection valve 33 is an electromagnetic metering valve used to connect an oxygen-enriched source and to inject oxygen-enriched air with an oxygen volume fraction of 30%, which burns with hydrogen in the chamber to generate high-enthalpy air.

[0026] The extended axes of several hydrogen injection nozzles 42 converge at the same point along the axis of the air combustion chamber 3. This convergence point is located on the same axial direction as the oxygen-enriched injection valve 33, and both the ignition port 31 and the oxygen-enriched injection valve 33 are located at the 1 / 3 position along the axis of the air combustion chamber 3, ensuring uniform mixing of hydrogen and oxygen-enriched air. The data acquisition interface 32 is used to set up the operating condition data acquisition module. The operating condition data acquisition module includes a temperature sensor (K-type thermocouple, measurement range 0~1500K) and a pressure sensor to detect the temperature and pressure inside the air burner, thereby enabling the detection of operating conditions within the air combustion chamber 3.

[0027] The acceleration nozzle 5, made of 316L stainless steel, is fixedly connected to the air combustion chamber 3 via a flange structure. A high-temperature resistant graphite gasket is installed on the flange face, and bolts are tightened symmetrically to ensure a leak-free seal. A nozzle heat insulation layer 53, made of zirconia ceramic fiber material with a thickness of 5mm, is installed on the outside of the acceleration nozzle 5. The acceleration nozzle 5 includes a smoothly transitioning contraction section 51 and an expansion section 52. A constant-diameter throat section 54, with a diameter of 32mm, is provided at the connection between the contraction section 51 and the expansion section 52. The roughness Ra of the inner wall of the constant-diameter throat section 54 is ≤0.8μm, and the roughness Ra of the contraction section 51 and the expansion section 52 is ≤1.6μm, reducing airflow loss. This accelerates the high-enthalpy air generated by combustion to a set flow rate, simulating the engine inflow environment under flight conditions. The contraction section 51 has a contraction ratio of 3 and a length of 90mm, while the expansion section 52 has an expansion angle of 10° and a length of 90mm. The total length of the acceleration nozzle 5 is 180mm. The acceleration nozzle 5 is used to accelerate the high-enthalpy air generated by combustion to Mach 2, simulating the engine inflow environment under Mach 4 flight conditions.

[0028] like Figure 3As shown, the experimental fuel channel 1 is provided with an inner insulation layer 11, a metal layer 12, and a heat insulation layer 13 from the inside out. The inner insulation layer 11 is made of polytetrafluoroethylene (PTFE) with a thickness of 1 mm and an inner wall roughness Ra ≤ 0.8 μm to reduce fuel flow resistance. The metal layer 12 is made of 304 stainless steel, CNC milled and then passivated, with a thickness of 2 mm to ensure structural strength and corrosion resistance. The heat insulation layer 13 is made of ceramic fiber felt, molded, wrapped, and fixed with high-temperature resistant straps, with a thickness of 5 mm. An experimental fuel injection valve 14 is provided at the inlet end of the experimental fuel channel 1. The experimental fuel injection valve 14 is an electromagnetic metering valve. An experimental fuel nozzle 15 is provided at the outlet end of the experimental fuel channel 1. The experimental fuel nozzle 15 is a stainless steel DC nozzle, drilled and chamfered, with an orifice diameter of 0.5 mm and an outlet chamfer radius of 0.1 mm to ensure stable liquid film separation for precise delivery and primary atomization of liquid fuel. Electrode 2 is coaxially arranged with experimental fuel channel 1, and the discharge end 22 of the electrode is located inside the experimental fuel nozzle 15, with the distance between the top of the discharge end and the end face of the experimental fuel nozzle 15 ≤ 0.5 mm.

[0029] The electrostatic enhancement unit includes an electrode 2 disposed in the experimental fuel channel 1. The electrode 2 is a tungsten needle electrode with a diameter of 1.5 mm. The input end 21 of the electrode is electrically connected to an adjustable high-voltage DC power supply. The input end 21 of the electrode is made of copper terminal block and is used to connect to the 0~50kV adjustable high-voltage DC power supply to form an electrostatic field with controllable intensity. The channel metal layer 12 is grounded to form a potential difference with the adjustable high-voltage DC power supply and optimize the uniformity of the electrostatic field distribution.

[0030] The discharge end 22 of the electrode is positioned opposite to the fuel nozzle 15 of the experimental fuel channel 1. An insulating sleeve 23 is provided on the outside of the electrode 2. The insulating sleeve 23 is made of 99% alumina ceramic material. After sintering, the inner wall is polished to Ra≤0.4μm, the inner diameter is 1.5mm, and the thickness is 1mm. It covers the main body area of ​​the electrode 2. The discharge end 22 of the electrode is sharpened to a point radius ≤50μm. The distance between the discharge end 22 of the electrode and the outlet plane of the experimental fuel nozzle 15 is 0.5mm. The distance difference between the discharge end 22 of the electrode and the fuel nozzle 15 of the experimental fuel channel 1 is ≤0.5mm, ensuring precise coupling between the electrostatic field and the spray area.

[0031] The data acquisition unit includes a condition data acquisition module mounted on the combustion chamber and a spray data acquisition module located at the tail end of the experimental fuel channel 1. The spray data acquisition module includes an image acquisition unit 6 and a laser particle size analyzer 7, which respectively acquire droplet size distribution data and dynamic images of droplet breakup. Valves and pipelines are sealed using compression fittings. Pipelines are arranged along non-high-temperature areas and wrapped with heat-insulating sleeves, and wiring terminals are fitted with insulating sleeves.

[0032] The specific simulation process is as follows: After checking the device's operating status and confirming safety, a high-enthalpy flow field was generated. Oxygen-enriched air with a volume fraction of 30% was injected through oxygen injection valve 33, and the flow rate was adjusted to the appropriate value. Hydrogen was injected through hydrogen injection valve 41, maintaining a combustion equivalence ratio of 1.05~1.1. After the two gases mixed in the combustion chamber, the high-energy igniter was activated to ignite the combustible mixture. The combustion chamber temperature was monitored in real time using a K-type thermocouple. Once the temperature stabilized at 800~900K, steady-state operation was maintained. At this time, the airflow at the nozzle exit was accelerated to Mach 2 through the acceleration nozzle 5, simulating the incoming flow environment under Mach 4 flight conditions. Next, spraying was performed. The experimental fuel injection valve 14 was opened, and the fuel flow rate was adjusted to the experimental set value. After the fuel injection stabilized, the high-voltage DC power supply was turned on, and the voltage of electrode 2 was adjusted to the target value, so that the experimental fuel nozzle 15 formed a controllable electrostatic field, achieving droplet charging and breakup. Finally, the laser particle size analyzer 7 was used to collect droplet size distribution data in real time. The image acquisition device 6 used a high-speed camera to record the dynamic process of droplet breakup and realize the acquisition of atomization parameters. At the same time, the temperature, pressure and flow rate of fuel or gas in the air combustion chamber 3 were collected and stored. During the experiment, the operating status of each device was continuously monitored to ensure the coordinated stability of the flow field, electrostatic field and spray system.

[0033] The electrostatic field parameters are adjusted via a 0-50kV adjustable high-voltage DC power supply. For conventional aviation kerosene, the voltage of electrode 2 is set to 25-30kV; for gel fuels (viscosity ≤1000mPa·s), the voltage is increased to 35-40kV; and for metal-added fuels (metal particle size ≤50μm), the voltage is adjusted to 38-42kV. The electric field strength is optimized to adapt to the charging and fragmentation requirements of different fuels. The flow field parameters are achieved by adjusting the flow rates of oxygen-enriched air and hydrogen. When simulating different flight conditions, the oxygen-enriched air flow rate is adjusted within the range of 0.1-0.5kg / s, and the hydrogen flow rate is simultaneously adapted within the range of 0.005-0.02kg / s to ensure that the high-enthalpy air temperature at the combustion chamber outlet is stable at 800-900K, accelerating the airflow at the nozzle 5 outlet to maintain Mach 2. Fuel injection parameters are controlled via the experimental fuel injection valve 14, with the flow rate continuously adjustable within the range of 0.01~0.1 kg / s. Stainless steel DC nozzles of the same structure but different orifice diameters (0.3~0.8 mm) can be used to optimize the primary atomization effect, depending on experimental requirements. Measurement parameters can be adjusted by modifying the measurement area of ​​the laser particle size analyzer 7 and the frame rate of the high-speed camera, accurately acquiring key atomization parameters at different locations and times, providing comprehensive data support for the study of fuel atomization mechanisms in air-breathing ramjet engines.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. An electrostatic supersonic shear coupling atomization experimental device simulating engine operating conditions, characterized in that: It includes a supersonic shearing unit, an electrostatic enhancement unit, an experimental fuel channel, and a data acquisition unit; The supersonic shearing unit includes an air combustion chamber, an acceleration nozzle is provided at the tail end of the air combustion chamber, the experimental fuel channel is coaxially arranged with the air combustion chamber, and the experimental fuel channel is fixedly connected to the air combustion chamber. The electrostatic enhancement unit includes an electrode disposed in the experimental fuel channel. The input end of the electrode is electrically connected to an adjustable high-voltage DC power supply, and the discharge end of the electrode is disposed opposite to the fuel nozzle of the experimental fuel channel. The data acquisition unit includes a condition data acquisition module installed on the combustion chamber and a spray data acquisition module installed at the end of the experimental fuel channel.

2. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 1, characterized in that: The experimental fuel channel is provided with an inner insulation layer, a metal layer, and a heat insulation layer from the inside out. The inlet end of the experimental fuel channel is equipped with an experimental fuel injection valve, and the outlet end of the experimental fuel channel is equipped with an experimental fuel nozzle. The metal layer of the channel is grounded.

3. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 2, characterized in that: An insulating sheath is provided on the outside of the electrode. The electrode is coaxially arranged with the experimental fuel channel. The discharge end of the electrode is located inside the experimental fuel nozzle, and the distance between the top of the discharge end and the end face of the experimental fuel nozzle is ≤0.5mm.

4. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 3, characterized in that: An injection panel is provided at the input end of the air combustion chamber. A hydrogen injection valve is provided on one side of the injection panel, and several circumferentially distributed hydrogen injection holes are provided on the other side of the injection panel. The hydrogen injection holes are inclined. One end of the hydrogen injection hole is connected to the hydrogen injection valve, which is connected to a hydrogen source. The other end of the hydrogen injection hole is connected to the air combustion chamber.

5. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 4, characterized in that: The air combustion chamber is equipped with an ignition interface, a data acquisition interface, and an oxygen-enriched injection valve on its circumferential side. The ignition interface is used to connect to the igniter; the oxygen-enriched injection valve is used to connect to the oxygen-enriched source; the extended axes of several hydrogen injection nozzles intersect at the same point in the axial direction of the air combustion chamber, and the intersection point is located in the same axial position as the oxygen-enriched injection valve; the data acquisition interface is used to set up an operating condition data acquisition module, which includes a temperature sensor and a pressure sensor to detect the temperature and pressure inside the air burner.

6. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 5, characterized in that: The extended axis of the hydrogen injection nozzle forms a 30° angle with the axis of the air combustion chamber, and both the ignition port and the oxygen-enriched injection valve are located at 1 / 3 of the axis of the air combustion chamber.

7. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 6, characterized in that: The outside of the acceleration nozzle is equipped with a nozzle heat insulation layer. The acceleration nozzle includes a contraction section and an expansion section arranged in sequence. A constant diameter throat section is provided at the connection between the contraction section and the expansion section. The roughness Ra of the inner wall of the constant diameter throat section is ≤0.8μm, and the roughness Ra of the contraction section and the expansion section is ≤1.6μm. It is used to accelerate the high enthalpy air generated by combustion to a set flow rate gas to simulate the engine inflow environment under flight conditions.

8. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 7, characterized in that: The air burner has a high-temperature resistant coating on the inside and a combustion chamber insulation layer on the outside.

9. The electrostatic supersonic shear coupling atomization experimental device for simulating engine operating conditions according to claim 8, characterized in that: The spray data acquisition module includes an image acquisition unit and a laser particle size analyzer. The image acquisition unit and the laser particle size analyzer acquire droplet size distribution data and droplet breakage dynamic images, respectively.

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