The ignition and flame stabilization of an aeroengine have been the key problem of research under extreme conditions such as low temperature, low pressure, and high altitude. The gliding arc discharge is identified as having the potential to expand lean ignition limit and blow out limit. In this paper, the instantaneous power of the gliding arc and the CH^⁎ chemiluminescence imaging of the ignition process are investigated in the double-head swirling combustor. The results show that the averaged power of the gliding arc is reduced in a low-pressure environment, and the three-channel gliding arc (3-GA) is more sensitive to the changes of inlet flow velocity. At the low-temperature environment range from $\mathrm{T}=228$ K to $\mathrm{T}=288\text{ K}$, the averaged power of the single-channel gliding arc (SGA) is only 211 W, while the averaged power of the 3-GA is 535 W, nearly 153% higher than that of the SGA. As the altitude increases, the averaged power of gliding arc decreases. As the ambient pressure in the combustion chamber decreases, the blow-out limit of the combustor is correspondingly broadened under the excitation of the gliding arc. The fuel-air ratio (FAR) is negatively correlated with the averaged power. Except at $\mathrm{P}=70\text{-}90$ kPa, the combustion chamber excited by the 3-GA exhibits a wider lean ignition limit. The FAR increases with the altitude increases. Compared with traditional spark igniter, the lean ignition limit of the SGA is broadened by about 67%. The lean ignition limit is broadened by about 20% on average by the 3-GA, especially by 31% at an altitude of 6 km. The lean blow-out limit is broadened by 18.2% on average, especially by 25% at ground state. The success of gliding arc ignition is related to whether the excited flame propagates into the main recirculation area to form a resident flame in the double-head swirling combustion chamber. The ignition delay time of the SGA is less than that of the 3-GA, which is related to the fact that the SGA is stretched further downstream of the combustion chamber under the action of inlet air flow, and the energy of a single channel in 3-GA is less than the centralized energy of the SGA.

在低温，低压和高海拔等极端条件下，航空发动机的点火和火焰稳定一直是研究的关键问题。滑行电弧放电被认为具有扩大稀薄点火极限和爆燃极限的潜力。本文研究了双头回旋燃烧器的^滑弧瞬时功率和点火过程的^CH⁎化学发光成像。结果表明，在低压环境下，滑行电弧的平均功率降低，三通道滑行电弧（3-GA）对进气流速的变化更加敏感。在低温环境下$\mathrm{Ť}=228$ 到 $\mathrm{Ť}=288\text{ ķ}$，单通道滑弧（SGA）的平均功率仅为211 W，而3-GA的平均功率为535 W，比SGA的平均功率高近153％。随着高度的增加，滑行弧的平均功率会降低。随着燃烧室中的环境压力减小，在滑行弧的激励下，燃烧器的吹出极限相应地变宽。燃料空气比（FAR）与平均功率负相关。除了在$\mathrm{P}=70\text{--}90$kPa时，由3-GA激发的燃烧室呈现出更窄的稀薄点火极限。FAR随着高度的增加而增加。与传统的火花点火器相比，SGA的稀薄点火极限扩大了约67％。3-GA将稀薄点火极限平均扩大了约20％，尤其是在6 km的高度上，稀薄点火极限扩大了31％。稀燃吹出极限平均扩大了18.2％，尤其是在基态下扩大了25％。滑动电弧点火的成功与被激发的火焰是否传播到主再循环区域以在双头涡旋燃烧室中形成驻留火焰有关。SGA的点火延迟时间小于3-GA的点火延迟时间，这与以下事实有关：在进气流的作用下，SGA在燃烧室的下游延伸得更深，