Fuel injection staged sectoral combustor for burning low-BTU fuel gas

DOEpatents

Vogt, Robert L.

1981-01-01

A high-temperature combustor for burning low-BTU coal gas in a gas turbine is described. The combustor comprises a plurality of individual combustor chambers. Each combustor chamber has a main burning zone and a pilot burning zone. A pipe for the low-BTU coal gas is connected to the upstream end of the pilot burning zone; this pipe surrounds a liquid fuel source and is in turn surrounded by an air supply pipe; swirling means are provided between the liquid fuel source and the coal gas pipe and between the gas pipe and the air pipe. Additional preheated air is provided by counter-current coolant air in passages formed by a double wall arrangement of the walls of the main burning zone communicating with passages of a double wall arrangement of the pilot burning zone; this preheated air is turned at the upstream end of the pilot burning zone through swirlers to mix with the original gas and air input (and the liquid fuel input when used) to provide more efficient combustion. One or more fuel injection stages (second stages) are provided for direct input of coal gas into the main burning zone. The countercurrent air coolant passages are connected to swirlers surrounding the input from each second stage to provide additional oxidant.

Fuel injection staged sectoral combustor for burning low-BTU fuel gas

DOEpatents

Vogt, Robert L.

1985-02-12

A high-temperature combustor for burning low-BTU coal gas in a gas turbine is described. The combustor comprises a plurality of individual combustor chambers. Each combustor chamber has a main burning zone and a pilot burning zone. A pipe for the low-BTU coal gas is connected to the upstream end of the pilot burning zone: this pipe surrounds a liquid fuel source and is in turn surrounded by an air supply pipe: swirling means are provided between the liquid fuel source and the coal gas pipe and between the gas pipe and the air pipe. Additional preheated air is provided by counter-current coolant air in passages formed by a double wall arrangement of the walls of the main burning zone communicating with passages of a double wall arrangement of the pilot burning zone: this preheated air is turned at the upstream end of the pilot burning zone through swirlers to mix with the original gas and air input (and the liquid fuel input when used) to provide more efficient combustion. One or more fuel injection stages (second stages) are provided for direct input of coal gas into the main burning zone. The countercurrent air coolant passages are connected to swirlers surrounding the input from each second stage to provide additional oxidant.

Low coke fuel injector for a gas turbine engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Taylor, J.R.

This patent describes a gas turbine carbureting device for disposal in a down-stream flowing compressor discharge air flow. It comprises: a spin chamber defined by a generally annular housing including a closed forward end having a continuous unobstructed inner surface and an open aft end wherein the forward end is upstream of the aft end with respect tot he compressor discharge airflow; at least one exhaust tube having an inlet disposed within the spin chamber wherein the exhaust tube is radially spaced apart from the annular housing and which together with the annular housing forms at least in part amore » first annular air passage leading to the forward end; the housing having a fuel entrance and a swirling air entrance to the first annular air passage and spaced axially apart from each other, and wherein the swirling air entrance and fuel entrance are downstream of the closer forward end with respect to the compressor discharge flow; and wherein the first air passage is formed for flowing swirling air from the swirling air passage to the aft end in an upstream direction with respect to the compressor discharge flow and the exhaust tube inlet is disposed within the swirl chamber so as to reverse the axial direction of the swirling air off the forward end from an upstream direction to a downstream direction through the exhaust tube.« less

Dual control of low concentration CO poisoning by anode air bleeding of low temperature polymer electrolyte membrane fuel cells

NASA Astrophysics Data System (ADS)

Klages, Merle; Tjønnås, Johannes; Zenith, Federico; Halvorsen, Ivar J.; Scholta, Joachim

2016-12-01

Fuel impurities, fed to a polymer electrolyte membrane fuel cell, can affect stack performance by poisoning of catalyst layers. This paper describes the dynamic behaviour of a stack, including state-of-the-art membrane electrode assemblies (MEA) of three different manufacturers, at different operating conditions. The voltage transients of the step responses to CO poisoning as well as air bleed recovery are compared, revealing differences in performance loss: slow poisoning versus fast recovery, incomplete recovery and voltage oscillation. The recorded behaviour is used to develop a model, based on Tafel equation and first order dynamic response, which can be calibrated to each MEA type. Using this model to predict voltage response, a controller is built with the aim of reducing the total amount of air bleed and monitoring upstream stack processes without the need of sensors measuring the poisoning level. Two controllers are implemented in order to show the concept from a heuristic, easy to implement, and a more technical side allowing more detailed analysis of the synthesis. The heuristic algorithm, based on periodic perturbations of the manipulated variable (air-bleed), is validated on a real stack, revealing a stabilized performance without the need of detailed stack properties knowledge.

Jet Mixing in a Reacting Cylindrical Crossflow

NASA Technical Reports Server (NTRS)

Leong, M. Y.; Samuelsen, G. S.; Holdeman, J. D.

1995-01-01

This paper addresses the mixing of air jets into the hot, fuel-rich products of a gas turbine primary zone. The mixing, as a result, occurs in a reacting environment with chemical conversion and substantial heat release. The geometry is a crossflow confined in a cylindrical duct with side-wall injection of jets issuing from round orifices. A specially designed reactor, operating on propane, presents a uniform mixture without swirl to mixing modules consisting of 8, 9, 10, and 12 holes at a momentum-flux ratio of 57 and a jet-to-mainstream mass-flow ratio of 2.5. Concentrations of O2, CO2, CO, and HC are obtained upstream, downstream, and within the orifice plane. O2 profiles indicate jet penetration while CO2, CO, and HC profiles depict the extent of reaction. Jet penetration is observed to be a function of the number of orifices and is found to affect the mixing in the reacting system. The results demonstrate that one module (the 12-hole) produces near-optimal penetration defined here as a jet penetration closest to the module half-radius, and hence the best uniform mixture at a plane one duct radius from the orifice leading edge.

Performance and emission characteristics of swirl-can combustors to near-stoichiometric fuel-air ratio

NASA Technical Reports Server (NTRS)

Diehl, L. A.; Trout, A. M.

1976-01-01

Emissions and performance characteristics were determined for two full annular swirl-can combustors operated to near stoichiometric fuel-air ratio. Test condition variations were as follows: combustor inlet-air temperatures, 589, 756, 839, and 894 K; reference velocities, 24 to 37 meters per second; inlet pressure, 62 newtons per square centimeter; and fuel-air ratios, 0.015 to 0.065. The combustor average exit temperature and combustor efficiency were calculated from the combustor exhaust gas composition. For fuel-air ratios greater than 0.04, the combustion efficiency decreased with increasing fuel-air ratios in a near-linear manner. Increasing the combustor inlet air temperature tended to offset this decrease. Maximum oxides of nitrogen emission indices occurred at intermediate fuel-air ratios and were dependent on combustor design. Carbon monoxide levels were extremely high and were the primary cause of poor combustion efficiency at the higher fuel-air ratios. Unburned hydrocarbons were low for all test conditions. For high fuel-air ratios SAE smoke numbers greater than 25 were produced, except at the highest inlet-air temperatures.

Control of the Development of Swirling Airflow Dynamics and Its Impact on Biomass Combustion Characteristics

NASA Astrophysics Data System (ADS)

Barmina, I.; Valdmanis, R.; Zaķe, M.

2017-06-01

The development of the swirling flame flow field and gasification/ combustion dynamics at thermo-chemical conversion of biomass pellets has experimentally been studied using a pilot device, which combines a biomass gasifier and combustor by varying the inlet conditions of the fuel-air mixture into the combustor. Experimental modelling of the formation of the cold nonreacting swirling airflow field above the inlet nozzle of the combustor and the upstream flow formation below the inlet nozzle has been carried out to assess the influence of the inlet nozzle diameter, as well primary and secondary air supply rates on the upstream flow formation and air swirl intensity, which is highly responsible for the formation of fuel-air mixture entering the combustor and the development of combustion dynamics downstream of the combustor. The research results demonstrate that at equal primary axial and secondary swirling air supply into the device a decrease in the inlet nozzle diameter enhances the upstream air swirl formation by increasing swirl intensity below the inlet nozzle of the combustor. This leads to the enhanced mixing of the combustible volatiles with the air swirl below the inlet nozzle of the combustor providing a more complete combustion of volatiles and an increase in the heat output of the device.

Bayesian modelling of household solid fuel use: insights towards designing effective interventions to promote fuel switching in Africa.

PubMed

Rehfuess, Eva A; Briggs, David J; Joffe, Mike; Best, Nicky

2010-10-01

Indoor air pollution from solid fuel use is a significant risk factor for acute lower respiratory infections among children in sub-Saharan Africa. Interventions that promote a switch to modern fuels hold a large health promise, but their effective design and implementation require an understanding of the web of upstream and proximal determinants of household fuel use. Using Demographic and Health Survey data for Benin, Kenya and Ethiopia together with Bayesian hierarchical and spatial modelling, this paper quantifies the impact of household-level factors on cooking fuel choice, assesses variation between communities and districts and discusses the likely nature of contextual effects. Household- and area-level characteristics appear to interact as determinants of cooking fuel choice. In all three countries, wealth and the educational attainment of women and men emerge as important; the nature of area-level factors varies between countries. In Benin, a two-level model with spatial community random effects best explains the data, pointing to an environmental explanation. In Ethiopia and Kenya, a three-level model with unstructured community and district random effects is selected, implying relatively autonomous economic and social areas. Area-level heterogeneity, indicated by large median odds ratios, appears to be responsible for a greater share of variation in the data than household-level factors. This may be an indication that fuel choice is to a considerable extent supply-driven rather than demand-driven. Consequently, interventions to promote fuel switching will carefully need to assess supply-side limitations and devise appropriate policy and programmatic approaches to overcome them. To our knowledge, this paper represents the first attempt to model the determinants of solid fuel use, highlighting socio-economic differences between households and, notably, the dramatic influence of contextual effects. It illustrates the potential that multilevel and spatial modelling approaches hold for understanding determinants of major public health problems in the developing world. Copyright 2010 Elsevier Inc. All rights reserved.

Spot Radiative Ignition and Subsequent Three Dimensional Flame Spread Over Thin Cellulose Fuels

NASA Technical Reports Server (NTRS)

Olson, Sandra L.; Kashiwagi, T.; Kikuchi, M.; Fujita, O.; Ito, K.

1999-01-01

Spontaneous radiative ignition and transition to flame spread over thin cellulose fuel samples was studied aboard the USMP-3 STS-75 Space Shuttle mission, and in three test series in the 10 second Japan Microgravity Center (JAMIC). A focused beam from a tungsten/halogen lamp was used to ignite the center of the fuel sample while an external air flow was varied from 0 to 10 cm/s. Non-piloted radiative ignition of the paper was found to occur more easily in microgravity than in normal gravity. Ignition of the sample was achieved under all conditions studied (shuttle cabin air, 21%-50% O2 in JAMIC), with transition to flame spread occurring for all but the lowest oxygen and flow conditions. While radiative ignition in a quiescent atmosphere was achieved, the flame quickly extinguished in air. The ignition delay time was proportional to the gas-phase mixing time, which is estimated using the inverse flow rate. The ignition delay was a much stronger function of flow at lower oxygen concentrations. After ignition, the flame initially spread only upstream, in a fan-shaped pattern. The fan angle increased with increasing external flow and oxygen concentration from zero angle (tunneling flame spread) at the limiting 0.5 cm/s external air flow, to 90 degrees (semicircular flame spread) for external flows at and above 5 cm/s, and higher oxygen concentrations. The fan angle was shown to be directly related to the limiting air flow velocity. Despite the convective heating from the upstream flame, the downstream flame was inhibited due to the 'oxygen shadow' of the upstream flame for the air flow conditions studied. Downstream flame spread rates in air, measured after upstream flame spread was complete and extinguished, were slower than upstream flame spread rates at the same flow. The quench regime for the transition to flame spread was skewed toward the downstream, due to the augmenting role of diffusion for opposed flow flame spread, versus the canceling effect of diffusion at very low cocurrent flows.

Catalytic combustion of residual fuels

NASA Technical Reports Server (NTRS)

Bulzan, D. L.; Tacina, R. R.

1981-01-01

A noble metal catalytic reactor was tested using two grades of petroleum derived residual fuels at specified inlet air temperatures, pressures, and reference velocities. Combustion efficiencies greater than 99.5 percent were obtained. Steady state operation of the catalytic reactor required inlet air temperatures of at least 800 K. At lower inlet air temperatures, upstream burning in the premixing zone occurred which was probably caused by fuel deposition and accumulation on the premixing zone walls. Increasing the inlet air temperature prevented this occurrence. Both residual fuels contained about 0.5 percent nitrogen by weight. NO sub x emissions ranged from 50 to 110 ppm by volume at 15 percent excess O2. Conversion of fuel-bound nitrogen to NO sub x ranged from 25 to 50 percent.

Air/fuel ratio control system for internal combustion engine having rotary valve and step motor

DOE Office of Scientific and Technical Information (OSTI.GOV)

Saito, M.

A system for feedback control of the air/fuel mixing ratio in an internal combustion engine equipped with a carburetor. The control system has an air/fuel ratio detector of a gas sensor type which provides a feedback signal to a control circuit and a rotary valve which is operated by a stepping motor responsive to a control pulse signal produced by the control circuit to regulate the fuel feed rate so as to nullify a deviation of the detected actual air/fuel ratio from a preset air/fuel ratio. The control system may include two auxiliary air-admitting passages respectively connected to a mainmore » fuel passage and a slow fuel passage in the carburetor, and in this case the single rotary valve is designed and arranged so as to simultaneously control the admission of air into both of the two auxiliary air-admitting passages.« less

Can Water-Injected Turbomachines Provide Cost-Effective Emissions and Maintenance Reductions?

NASA Technical Reports Server (NTRS)

Hendricks, Robert C.; Daggett, David L.; Shouse, Dale T.; Roquemore, William M.; Brankovic, Andreja; Ryder, Robert C., Jr.

2011-01-01

An investigation has been performed to evaluate the effect of water injection on the performance of the Air Force Research Laboratory (AFRL, Wright-Patterson Air Force Base (WPAFB)) experimental trapped vortex combustor (TVC) over a range of fuel-to-air and water-to-fuel ratios. Performance is characterized by combustor exit quantities: temperature and emissions measurements using rakes, and overall pressure drop, from upstream plenum to combustor exit. Combustor visualization is performed using gray-scale and color still photographs and high-frame-rate videos. A parallel investigation evaluated the performance of a computational fluid dynamics (CFD) tool for the prediction of the reacting flow in a liquid fueled combustor (e.g., TVC) that uses water injection for control of pollutant emissions and turbine inlet temperature. Generally, reasonable agreement is found between data and NO(x) computations. Based on a study assessing the feasibility and performance impact of using water injection on a Boeing 747-400 aircraft to reduce NO(x) emissions during takeoff, retrofitting does not appear to be cost effective; however, an operator of a newly designed engine and airframe might be able to save up to 1.0 percent in operating costs. Other challenges of water injection will be discussed.

Ambient pressure fuel cell system

DOEpatents

Wilson, Mahlon S.

2000-01-01

An ambient pressure fuel cell system is provided with a fuel cell stack formed from a plurality of fuel cells having membrane/electrode assemblies (MEAs) that are hydrated with liquid water and bipolar plates with anode and cathode sides for distributing hydrogen fuel gas and water to a first side of each one of the MEAs and air with reactant oxygen gas to a second side of each one of the MEAs. A pump supplies liquid water to the fuel cells. A recirculating system may be used to return unused hydrogen fuel gas to the stack. A near-ambient pressure blower blows air through the fuel cell stack in excess of reaction stoichiometric amounts to react with the hydrogen fuel gas.

Effect of fuel-air-ratio nonuniformity on emissions of nitrogen oxides

NASA Technical Reports Server (NTRS)

Lyons, V. J.

1981-01-01

The inlet fuel-air ratio nonuniformity is studied to deterine how nitrogen oxide (NOx) emissions are affected. An increase in NOx emissions with increased fuel-air ratio nonuniformity for average equivalence ratios less than 0.7 and a decrease in NOx emissions for average equivalence ratios near stoichiometric is predicted. The degree of uniformityy of fuel-air ratio profiles that is necessary to achieve NOx emissions goals for actual engines that use lean, premixed, prevaporized combustion systems is determined.

30 CFR 36.44 - Maximum allowable fuel : air ratio.

Code of Federal Regulations, 2012 CFR

2012-07-01

... delivered to MSHA with the fuel-injection system adjusted by the applicant and tests of the exhaust-gas... adjustment of the fuel-injection system shall be accepted. The maximum fuel : air ratio determined from the... 30 Mineral Resources 1 2012-07-01 2012-07-01 false Maximum allowable fuel : air ratio. 36.44...

30 CFR 36.44 - Maximum allowable fuel : air ratio.

Code of Federal Regulations, 2013 CFR

2013-07-01

... delivered to MSHA with the fuel-injection system adjusted by the applicant and tests of the exhaust-gas... adjustment of the fuel-injection system shall be accepted. The maximum fuel : air ratio determined from the... 30 Mineral Resources 1 2013-07-01 2013-07-01 false Maximum allowable fuel : air ratio. 36.44...

30 CFR 36.44 - Maximum allowable fuel : air ratio.

Code of Federal Regulations, 2010 CFR

2010-07-01

... delivered to MSHA with the fuel-injection system adjusted by the applicant and tests of the exhaust-gas... adjustment of the fuel-injection system shall be accepted. The maximum fuel : air ratio determined from the... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Maximum allowable fuel : air ratio. 36.44...

30 CFR 36.44 - Maximum allowable fuel:air ratio.

Code of Federal Regulations, 2014 CFR

2014-07-01

... delivered to MSHA with the fuel-injection system adjusted by the applicant and tests of the exhaust-gas... adjustment of the fuel-injection system shall be accepted. The maximum fuel:air ratio determined from the... 30 Mineral Resources 1 2014-07-01 2014-07-01 false Maximum allowable fuel:air ratio. 36.44 Section...

30 CFR 36.44 - Maximum allowable fuel : air ratio.

Code of Federal Regulations, 2011 CFR

2011-07-01

... delivered to MSHA with the fuel-injection system adjusted by the applicant and tests of the exhaust-gas... adjustment of the fuel-injection system shall be accepted. The maximum fuel : air ratio determined from the... 30 Mineral Resources 1 2011-07-01 2011-07-01 false Maximum allowable fuel : air ratio. 36.44...

Experimental Combustion Dynamics Behavior of a Multi-Element Lean Direct Injection (LDI) Gas Turbine Combustor

NASA Technical Reports Server (NTRS)

Acosta, Waldo A.; Chang, Clarence T.

2016-01-01

An experimental investigation of the combustion dynamic characteristics of a research multi-element lean direct injection (LDI) combustor under simulated gas turbine conditions was conducted. The objective was to gain a better understanding of the physical phenomena inside a pressurized flametube combustion chamber under acoustically isolated conditions. A nine-point swirl venturi lean direct injection (SV-LDI) geometry was evaluated at inlet pressures up to 2,413 kPa and non-vitiated air temperatures up to 867 K. The equivalence ratio was varied to obtain adiabatic flame temperatures between 1388 K and 1905 K. Dynamic pressure measurements were taken upstream of the SV-LDI, in the combustion zone and downstream of the exit nozzle. The measurements showed that combustion dynamics were fairly small when the fuel was distributed uniformly and mostly due to fluid dynamics effects. Dynamic pressure fluctuations larger than 40 kPa at low frequencies were measured at 653 K inlet temperature and 1117 kPa inlet pressure when fuel was shifted and the pilot fuel injector equivalence ratio was increased to 0.72.

Combustion efficiency determined from wall pressure and temperature measurement in a Mach 2 combustor

NASA Technical Reports Server (NTRS)

Segal, Corin; Mcdaniel, James C.; Whitehurst, Robert B.; Krauss, Roland H.

1991-01-01

A study of transverse hydrogen injection behind a rearward facing step in a Mach 2 airflow was conducted to determine the combustion efficiency and the combustor/inlet interactions at the low temperature lean-mixture operational end of a scramjet combustor model. The fuel was injected at sonic conditions into the electrically heated airstream, which was maintained at 850 K or below. The static pressure delivered at the entrance of the combustor ranged between 0.25 to 0.5 atm. Injector configurations included single and staged injectors placed at 3 or 3-and-7 step-heights downstream of the step, respectively, with injector diameters of 1, 1.5, and 2 mm. Ignition was achieved by initially unstarting the test section. The constant area combustor and the low initial temperatures caused thermal choking and upstream interaction to occur at very low equivalence ratios. Typically, most of the fuel was burned in the recirculation region behind the step and around the jets. The effects of initial conditions (temperature and pressure), fuel-to-air dynamic pressure ratio, and boundaries (thermal vs adiabatic) are presented.

Injectors for Multipoint Injection

NASA Technical Reports Server (NTRS)

Prociw, Lev Alexander (Inventor); Ryon, Jason (Inventor)

2015-01-01

An injector for a multipoint combustor system includes an inner air swirler which defines an interior flow passage and a plurality of swirler inlet ports in an upstream portion thereof. The inlet ports are configured and adapted to impart swirl on flow in the interior flow passage. An outer air cap is mounted outboard of the inner swirler. A fuel passage is defined between the inner air swirler and the outer air cap, and includes a discharge outlet between downstream portions of the inner air swirler and the outer air cap for issuing fuel for combustion. The outer air cap defines an outer air circuit configured for substantially unswirled injection of compressor discharge air outboard of the interior flow passage.

Oil cooling system for a gas turbine engine

NASA Technical Reports Server (NTRS)

Coffinberry, G. A.; Kast, H. B. (Inventor)

1977-01-01

A gas turbine engine fuel delivery and control system is provided with means to recirculate all fuel in excess fuel control requirements back to the aircraft fuel tank. This increases the fuel pump heat sink and decreases the pump temperature rise without the addition of valving other than normally employed. A fuel/oil heat exchanger and associated circuitry is provided to maintain the hot engine oil in heat exchange relationship with the cool engine fuel. Where anti-icing of the fuel filter is required, means are provided to maintain the fuel temperature entering the filter at or above a minimum level to prevent freezing thereof. In one embodiment, a divider valve is provided to take all excess fuel from either upstream or downstream of the fuel filter and route it back to the tanks, the ratio of upstream to downstream extraction being a function of fuel pump discharge pressure.

Rotary piston engine equipped with an improved air or fuel injection opening

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sasaki, Y.

An improved air or fuel injection opening is described for a rotary piston engine having a trochoidal inner surface of a center housing and an eccentrically rotating polygonal rotor. The air or fuel injection opening provided in a side housing wall is confined within a region limited so as to be outside of an outer envelope of traces of a side seal and inside an outer corner seal, with the opening having a contour smaller than that of the corner seal.

Pollutant Dilution and Diffusion in Urban Street Canyon Neighboring Streets

NASA Astrophysics Data System (ADS)

Sun, Z.; Fu, Zh. M.

2011-09-01

In the present study we investigated the airflow patterns and air quality of a series of typical street canyon combinations, developed a mass balance model to determine the local pollutant dilution rate, and discuss the impact of upstream canyon on the air quality of downstream canyon. The results indicated that the geometrical size of upstream and downstream buildings have significant impacts on the ambient airflow patterns. The pollution distribution within the canyons varies with different building combinations and flow patterns. Within the upstream canyon, pollution always accumulates to the low building side for non-symmetrical canyon, and for symmetrical canyon high level of pollution occurs at the leeward side. The height of the middle and downstream buildings can evidently change the pollutant dispersion direction during the transport process. Within the polluted canyon, the pollutant dilution rate (PDR) also varies with different street canyon combinations. The highest PDR is observed when the upstream buildings are both low buildings no matter the height of downstream building. However, the two cases are likely to contribution pollution to the downstream canyon. The H-L-H combination is mostly against local pollution remove, while the L-H-L case is considered the best optimistic building combination with both the ability of diluting local pollution and not remarkably decreasing air quality of downstream canyon. The current work is expected instructive for city designers to optimize traffic patterns under typical existing geometry or in the development of urban geometry modification for air quality control.

Flashback resistant pre-mixer assembly

DOEpatents

Laster, Walter R [Oviedo, FL; Gambacorta, Domenico [Oviedo, FL

2012-02-14

A pre-mixer assembly associated with a fuel supply system for mixing of air and fuel upstream from a main combustion zone in a gas turbine engine. The pre-mixer assembly includes a swirler assembly disposed about a fuel injector of the fuel supply system and a pre-mixer transition member. The swirler assembly includes a forward end defining an air inlet and an opposed aft end. The pre-mixer transition member has a forward end affixed to the aft end of the swirler assembly and an opposed aft end defining an outlet of the pre-mixer assembly. The aft end of the pre-mixer transition member is spaced from a base plate such that a gap is formed between the aft end of the pre-mixer transition member and the base plate for permitting a flow of purge air therethrough to increase a velocity of the air/fuel mixture exiting the pre-mixer assembly.

The Measurement of Fuel-Air Ratio by Analysis for the Oxidized Exhaust Gas

NASA Technical Reports Server (NTRS)

Gerrish, Harold C.; Meem, J. Lawrence, Jr.

1943-01-01

An investigation was made to determine a method of measuring fuel-air ratio that could be used for test purposes in flight and for checking conventional equipment in the laboratory. Two single-cylinder test engines equipped with typical commercial engine cylinders were used. The fuel-air ratio of the mixture delivered to the engines was determined by direct measurement of the quantity of air and of fuel supplied and also by analysis of the oxidized exhaust gas and of the normal exhaust gas. Five fuels were used: gasoline that complied with Army-Navy fuel Specification No. AN-VV-F-781 and four mixtures of this gasoline with toluene, benzene, and xylene. The method of determining the fuel-air ratio described in this report involves the measurement of the carbon-dioxide content of the oxidized exhaust gas and the use of graphs for the presented equation. This method is considered useful in aircraft, in the field, or in the laboratory for a range of fuel-air ratios from 0.047 to 0.124.

The Measurement of Fuel-air Ratio by Analysis of the Oxidized Exhaust Gas

NASA Technical Reports Server (NTRS)

Memm, J. Lawrence, Jr.

1943-01-01

An investigation was made to determine a method of measuring fuel-air ratio that could be used for test purposes in flight and for checking conventional equipment in the laboratory. Two single-cylinder test engines equipped with typical commercial engine cylinders were used. The fuel-air ratio of the mixture delivered to the engines was determined by direct measurement of the quantity of air and of fuel supplied and also by analysis of the oxidized exhaust gas and of the normal exhaust gas. Five fuels were used: gasoline that complied with Army-Navy Fuel Specification, No. AN-VV-F-781 and four mixtures of this gasoline with toluene, benzene, and xylene. The method of determining the fuel-air ratio described in this report involves the measurement of the carbon-dioxide content of the oxidized exhaust gas and the use of graphs or the presented equation. This method is considered useful in aircraft, in the field, or in the laboratory for a range of fuel-air ratios from 0.047 to 0.124

DOE Office of Scientific and Technical Information (OSTI.GOV)

Mumford, S.E.; Smed, J.P.

This patent describes a gas turbine combustion chamber. It comprises: means for admission of fuel to the upstream end thereof and discharge of hot gases from the downstream end thereof, and a combustion chamber wall, having an outer surface, with apertures therethrough, and air scoops provided through the apertures to direct air into the combustion chamber.

Hysteresis of mode transition in a dual-struts based scramjet

NASA Astrophysics Data System (ADS)

Yan, Zhang; Shaohua, Zhu; Bing, Chen; Xu, Xu

2016-11-01

Tests and numerical simulations were performed to investigate the combustion performance of a dual-staged scramjet combustor. High enthalpy vitiated inflow at a total temperature of 1231 K was supplied using a hydrogen-combustion heater. The inlet Mach number was 2.0. Liquid kerosene was injected into the combustor using the dual crossed struts. Three-dimensional Reynolds averaged reacting flow was solved using a two-equation k-ω SST turbulence model to calculate the effect of turbulent stress, and a partial-premixed flamelet model to model the effects of turbulence-chemistry interactions. The discrete phase model was utilized to simulate the fuel atomization and vaporization. For simplicity, the n-decane was chosen as the surrogate fuel with a reaction mechanism of 40 species and 141 steps. The predicted wall pressure profiles at three fuel injection schemes basically captured the axial varying trend of the experimental data. With the downstream equivalence ratio held constant, the upstream equivalence ratio was numerically increased from 0.1 to 0.4 until a steady combustion was obtained. Subsequently, the upstream equivalence ratio was decreased from 0.4 to 0.1 once again. Two ramjet modes with different wall pressure profiles and corresponding flow structures were captured under the identical upstream equivalence ratio of 0.1, illustrating an obvious hysteresis phenomenon. The mechanism of this hysteresis was explained by the transition hysteresis of the pre-combustion shock train in the isolator.

SOUTHEAST AND NORTHEAST SIDES. Looking west Edwards Air Force ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

SOUTHEAST AND NORTHEAST SIDES. Looking west - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Fuel & Water Tank, Test Area 1-115, northwest end of Saturn Boulevard, Boron, Kern County, CA

The Knock-Limited Performance of Fuel Blends Containing Spiropentane, Methylenecyclobutane, Di-Tert-Butyl Ether, Methyl Tert-Butyl Ether, and Triptane

NASA Technical Reports Server (NTRS)

Meyer, Carl L.

1946-01-01

Tests show that at inlet-air temperatures of 250 deg F and 100 deg F the knock-limited performance of the base fuel of blends, leaded with 4 ml TEL per gallon and containing 20 percent spiropentane, was reduced at fuel/air ratios below 0.085. The 20 percent methylenecyclobutane reduced the knock-limited power of the base fuel at fuel/air ratios below 0.112. Di-tert-butyl ether, methyl-tert-butyl ether, and triptane increased the knock-limited power of the base fuel at all fuel/air ratios and at both temperatures.

Alkali injection system with controlled CO.sub.2 /O.sub.2 ratios for combustion of coal

DOEpatents

Berry, Gregory F.

1988-01-01

A high temperature combustion process for an organic fuel containing sulfur n which the nitrogen of air is replaced by carbon dioxide for combination with oxygen with the ratio of CO.sub.2 /O.sub.2 being controlled to generate combustion temperatures above 2000 K. for a gas-gas reaction with SO.sub.2 and an alkali metal compound to produce a sulfate and in which a portion of the carbon-dioxide rich gas is recycled for mixing with oxygen and/or for injection as a cooling gas upstream from heating exchangers to limit fouling of the exchangers, with the remaining carbon-dioxide rich gas being available as a source of CO.sub.2 for oil recovery and other purposes.

Method and apparatus for in-cell vacuuming of radiologically contaminated materials

DOEpatents

Spadaro, Peter R.; Smith, Jay E.; Speer, Elmer L.; Cecconi, Arnold L.

1987-01-01

A vacuum air flow operated cyclone separator arrangement for collecting, handling and packaging loose contaminated material in accordance with acceptable radiological and criticality control requirements. The vacuum air flow system includes a specially designed fail-safe prefilter installed upstream of the vacuum air flow power supply. The fail-safe prefilter provides in-cell vacuum system flow visualization and automatically reduces or shuts off the vacuum air flow in the event of an upstream prefilter failure. The system is effective for collecting and handling highly contaminated radiological waste in the form of dust, dirt, fuel element fines, metal chips and similar loose material in accordance with radiological and criticality control requirements for disposal by means of shipment and burial.

Combustor with fuel preparation chambers

NASA Technical Reports Server (NTRS)

Zelina, Joseph (Inventor); Myers, Geoffrey D. (Inventor); Srinivasan, Ram (Inventor); Reynolds, Robert S. (Inventor)

2001-01-01

An annular combustor having fuel preparation chambers mounted in the dome of the combustor. The fuel preparation chamber comprises an annular wall extending axially from an inlet to an exit that defines a mixing chamber. Mounted to the inlet are an air swirler and a fuel atomizer. The air swirler provides swirled air to the mixing chamber while the atomizer provides a fuel spray. On the downstream side of the exit, the fuel preparation chamber has an inwardly extending conical wall that compresses the swirling mixture of fuel and air exiting the mixing chamber.

40 CFR 1051.115 - What other requirements apply?

Code of Federal Regulations, 2012 CFR

2012-07-01

... unjetted carburetor so that the vehicle must be jetted by the dealer or operator. (B) The air-fuel ratio of... parameters that control the air-fuel ratio may be treated separately under paragraph (d) of this section. An... change your engine's air-fuel ratio in less than one hour with a few parts whose total cost is under $50...

40 CFR 1051.115 - What other requirements apply?

Code of Federal Regulations, 2013 CFR

2013-07-01

... unjetted carburetor so that the vehicle must be jetted by the dealer or operator. (B) The air-fuel ratio of... parameters that control the air-fuel ratio may be treated separately under paragraph (d) of this section. An... change your engine's air-fuel ratio in less than one hour with a few parts whose total cost is under $50...

40 CFR 1051.115 - What other requirements apply?

Code of Federal Regulations, 2014 CFR

2014-07-01

... unjetted carburetor so that the vehicle must be jetted by the dealer or operator. (B) The air-fuel ratio of... parameters that control the air-fuel ratio may be treated separately under paragraph (d) of this section. An... change your engine's air-fuel ratio in less than one hour with a few parts whose total cost is under $50...

40 CFR 1051.115 - What other requirements apply?

Code of Federal Regulations, 2011 CFR

2011-07-01

... unjetted carburetor so that the vehicle must be jetted by the dealer or operator. (B) The air-fuel ratio of... parameters that control the air-fuel ratio may be treated separately under paragraph (d) of this section. An... change your engine's air-fuel ratio in less than one hour with a few parts whose total cost is under $50...

Integrated Fuel Injection and Mixing System with Impingement Cooling Face

NASA Technical Reports Server (NTRS)

Mansour, Adel B. (Inventor); Harvey, Rex J. (Inventor); Tacina, Robert R. (Inventor); Laing, Peter (Inventor)

2003-01-01

An atomizing injector includes a metering set having a swirl chamber, a spray orifice and one or more feed slots etched in a thin plate. The swirl chamber is etched in a first side of the plate and the spray orifice is etched through a second side to the center of the swirl chamber. Fuel feed slots extend non-radially to the swirl chamber. The injector also includes integral swirler structure. The swirler structure includes a cylindrical air swirler passage, also shaped by etching, through at least one other thin plate. The cylindrical air swirler passage is located in co-axial relation to the spray orifice of the plate of the fuel metering set such that fuel directed through the spray orifice passes through the air swirler passage and swirling air is imparted to the fuel such that the fuel has a swirling component of motion. At least one air feed slot is provided in fluid communication with the air swirler passage and extends in non-radial relation thereto. Air supply passages extend through the plates of the metering set and the swirler structure to feed the air feed slot in each plate of the swirler structure.

30 CFR 7.87 - Test to determine the maximum fuel-air ratio.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 30 Mineral Resources 1 2012-07-01 2012-07-01 false Test to determine the maximum fuel-air ratio. 7... Use in Underground Coal Mines § 7.87 Test to determine the maximum fuel-air ratio. (a) Test procedure... range that will be used during this test. (3) While running the engine, the following shall apply: (i...

30 CFR 7.87 - Test to determine the maximum fuel-air ratio.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Test to determine the maximum fuel-air ratio. 7... Use in Underground Coal Mines § 7.87 Test to determine the maximum fuel-air ratio. (a) Test procedure... range that will be used during this test. (3) While running the engine, the following shall apply: (i...

30 CFR 7.87 - Test to determine the maximum fuel-air ratio.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 30 Mineral Resources 1 2011-07-01 2011-07-01 false Test to determine the maximum fuel-air ratio. 7... Use in Underground Coal Mines § 7.87 Test to determine the maximum fuel-air ratio. (a) Test procedure... range that will be used during this test. (3) While running the engine, the following shall apply: (i...

30 CFR 7.87 - Test to determine the maximum fuel-air ratio.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 30 Mineral Resources 1 2013-07-01 2013-07-01 false Test to determine the maximum fuel-air ratio. 7... Use in Underground Coal Mines § 7.87 Test to determine the maximum fuel-air ratio. (a) Test procedure... range that will be used during this test. (3) While running the engine, the following shall apply: (i...

30 CFR 7.87 - Test to determine the maximum fuel-air ratio.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 30 Mineral Resources 1 2014-07-01 2014-07-01 false Test to determine the maximum fuel-air ratio. 7... Use in Underground Coal Mines § 7.87 Test to determine the maximum fuel-air ratio. (a) Test procedure... range that will be used during this test. (3) While running the engine, the following shall apply: (i...

Optical and probe determination of soot concentrations in a model gas turbine combustor

NASA Technical Reports Server (NTRS)

Eckerle, W. A.; Rosfjord, T. J.

1986-01-01

An experimental program was conducted to track the variation in soot loading in a generic gas turbine combustor. The burner is a 12.7-cm dia cylindrical device consisting of six sheet-metal louvers. Determination of soot loading along the burner length is achieved by measurement at the exit of the combustor and then at upstream stations by sequential removal of liner louvers to shorten burner length. Alteration of the flow field approaching and within the shortened burners is minimized by bypassing flow in order to maintain a constant linear pressure drop. The burner exhaust flow is sampled at the burner centerline to determine soot mass concentration and smoke number. Characteristic particle size and number density, transmissivity of the exhaust flow, and local radiation from luminous soot particles in the exhaust are determined by optical techniques. Four test fuels are burned at three fuel-air ratios to determine fuel chemical property and flow temperature influences. Particulate concentration data indicate a strong oxidation mechanism in the combustor secondary zone, though the oxidation is significantly affected by flow temperature. Soot production is directly related to fuel smoke point.

12. Interior view, fuel tanks on east side of power ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. Interior view, fuel tanks on east side of power plant, electrical panels on the left and fuel tanks in the center looking north - Naval Air Station Fallon, Power Plant, 800 Complex, off Carson Road near intersection of Pasture & Berney Roads, Fallon, Churchill County, NV

Ignition of lean fuel-air mixtures in a premixing-prevaporizing duct at temperatures up to 1000 K

NASA Technical Reports Server (NTRS)

Tacina, R. R.

1980-01-01

Conditions were determined in a premixing prevaporizing fuel preparation duct at which ignition occurred. An air blast type fuel injector with nineteen fuel injection points was used to provide a uniform spatial fuel air mixture. The range of inlet conditions where ignition occurred were: inlet air temperatures of 600 to 1000 K air pressures of 180 to 660 kPa, equivalence ratios (fuel air ratio divided by stoichiometric fuel air ratio) from 0.12 to 1.05, and velocities from 3.5 to 30 m/s. The duct was insulated and the diameter was 12 cm. Mixing lengths were varied from 16.5 to 47.6 and residence times ranged from 4.6 to 107 ms. The fuel was no. 2 diesel. Results show a strong effect of equivalence ratio, pressure and temperature on the conditions where ignition occurred. The data did not fit the most commonly used model of auto-ignition. A correlation of the conditions where ignition would occur which apply to this test apparatus over the conditions tested is (p/V) phi to the 1.3 power = 0.62 e to the 2804/T power where p is the pressure in kPa, V is the velocity in m/e, phi is the equivalence ratio, and T is the temperature in K. The data scatter was considerable, varying by a maximum value of 5 at a given temperature and equivalence ratio. There was wide spread in the autoignition data contained in the references.

Computer program for obtaining thermodynamic and transport properties of air and products of combustion of ASTM-A-1 fuel and air

NASA Technical Reports Server (NTRS)

Hippensteele, S. A.; Colladay, R. S.

1978-01-01

A computer program for determining desired thermodynamic and transport property values by means of a three-dimensional (pressure, fuel-air ratio, and either enthalpy or temperature) interpolation routine was developed. The program calculates temperature (or enthalpy), molecular weight, viscosity, specific heat at constant pressure, thermal conductivity, isentropic exponent (equal to the specific heat ratio at conditions where gases do not react), Prandtl number, and entropy for air and a combustion gas mixture of ASTM-A-1 fuel and air over fuel-air ratios from zero to stoichiometric, pressures from 1 to 40 atm, and temperatures from 250 to 2800 K.

Effects of Cavity Configurations on Flameholding and Performances of Kerosene Fueled Scramjet Combustor

NASA Astrophysics Data System (ADS)

Shi, Deyong; Song, Wenyan; Wang, Yuhang; Wang, Yanhua

2017-08-01

In this work, the effects of cavity flameholder configurations on flameholding and performances of kerosene fueled scramjet combustor were studied experimentally and numerically. For experiments, a directly connected ground facility was used and clean high enthalpy air, with a total temperature of 800 K and a total pressure of 800 Kpa, was provided by an electricity resistance heater. To investigate the effects of cavity configurations on flameholding capacity and reacting-flow characteristics, three different flameholders, one single cavity flameholder and two tandem cavity flameholders, were used in experiments. For the two combustors with tandem cavity flameholders, the location and configurations of its up-stream cavity were same with the single cavity flameholder, and the length-to-depth ratios for down-stream cavities were 9 and 11 respectively. The experimental results showed that stabilize kerosene combustion were achieved for combustor with tandem cavity flameholders mounted, and none for that with single cavity flameholder. The none-reacting and reacting flows of combustor models with tandem cavity flameholders were compared and studied with numerical and experimental results. The results showed that higher combustion efficiencies and pressure recovery ratios were achieved for the combustor with down-stream cavity length-to-depth ratio of 9.

Emissions Prediction and Measurement for Liquid-Fueled TVC Combustor with and without Water Injection

NASA Technical Reports Server (NTRS)

Brankovic, A.; Ryder, R. C., Jr.; Hendricks, R. C.; Liu, N.-S.; Shouse, D. T.; Roquemore, W. M.

2005-01-01

An investigation is performed to evaluate the performance of a computational fluid dynamics (CFD) tool for the prediction of the reacting flow in a liquid-fueled combustor that uses water injection for control of pollutant emissions. The experiment consists of a multisector, liquid-fueled combustor rig operated at different inlet pressures and temperatures, and over a range of fuel/air and water/fuel ratios. Fuel can be injected directly into the main combustion airstream and into the cavities. Test rig performance is characterized by combustor exit quantities such as temperature and emissions measurements using rakes and overall pressure drop from upstream plenum to combustor exit. Visualization of the flame is performed using gray scale and color still photographs and high-frame-rate videos. CFD simulations are performed utilizing a methodology that includes computer-aided design (CAD) solid modeling of the geometry, parallel processing over networked computers, and graphical and quantitative post-processing. Physical models include liquid fuel droplet dynamics and evaporation, with combustion modeled using a hybrid finite-rate chemistry model developed for Jet-A fuel. CFD and experimental results are compared for cases with cavity-only fueling, while numerical studies of cavity and main fueling was also performed. Predicted and measured trends in combustor exit temperature, CO and NOx are in general agreement at the different water/fuel loading rates, although quantitative differences exist between the predictions and measurements.

30 CFR 7.84 - Technical requirements.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Underground Coal Mines § 7.84 Technical requirements. (a) Fuel injection adjustment. The fuel injection system of the engine shall be constructed so that the quantity of fuel injected can be controlled at a... design. (b) Maximum fuel-air ratio. At the maximum fuel-air ratio determined by § 7.87 of this part, the...

30 CFR 7.84 - Technical requirements.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Underground Coal Mines § 7.84 Technical requirements. (a) Fuel injection adjustment. The fuel injection system of the engine shall be constructed so that the quantity of fuel injected can be controlled at a... design. (b) Maximum fuel-air ratio. At the maximum fuel-air ratio determined by § 7.87 of this part, the...

30 CFR 7.84 - Technical requirements.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Underground Coal Mines § 7.84 Technical requirements. (a) Fuel injection adjustment. The fuel injection system of the engine shall be constructed so that the quantity of fuel injected can be controlled at a... design. (b) Maximum fuel-air ratio. At the maximum fuel-air ratio determined by § 7.87 of this part, the...

30 CFR 7.84 - Technical requirements.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Underground Coal Mines § 7.84 Technical requirements. (a) Fuel injection adjustment. The fuel injection system of the engine shall be constructed so that the quantity of fuel injected can be controlled at a... design. (b) Maximum fuel-air ratio. At the maximum fuel-air ratio determined by § 7.87 of this part, the...

30 CFR 7.84 - Technical requirements.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Underground Coal Mines § 7.84 Technical requirements. (a) Fuel injection adjustment. The fuel injection system of the engine shall be constructed so that the quantity of fuel injected can be controlled at a... design. (b) Maximum fuel-air ratio. At the maximum fuel-air ratio determined by § 7.87 of this part, the...

The Role of Drag Force in Shedding of Multiple Sessile Drops

NASA Astrophysics Data System (ADS)

Razzaghi, Aysan; Banitabaei, Sayyed Hossein; Amirfazli, Alidad; -Team

2017-11-01

A sessile drop placed on a solid surface can shed, if the drag force due to a shearing airflow overcomes the drop adhesion to the surface. Sessile drop shedding is of importance due to its applications in condensation, fuel cells, icing, etc. Majority of the studies so far have considered the shedding of a single sessile droplet; however, in the applications above, multiple sessile droplets appear on a surface. Shedding of sessile drops in different arrangements, i.e. tandem, side by side, triangle, and rectangle have been investigated both experimentally and through VOF simulations. The minimum air velocity (Ucr) at which the drop(s) at the upstream dislodge from the surface was measured. Drops were placed in a wind tunnel with increasing air velocity at a rate of 1m/s2. It has been found that Ucr, deviates from its value for a single drop due to presence of the neighboring drops. The amount of the deviation is closely related to the flow pattern and interaction of drop wakes which are elucidated numerically. The interacting wakes change the drag force on the drops. Generally, the adhesion force is not affected by presence of other drops. As such, when the drops' wakes are interacting strongly, Ucr can increase by 45%.

Catalytic Ignition and Upstream Reaction Propagation in Monolith Reactors

NASA Technical Reports Server (NTRS)

Struk, Peter M.; Dietrich, Daniel L.; Miller, Fletcher J.; T'ien, James S.

2007-01-01

Using numerical simulations, this work demonstrates a concept called back-end ignition for lighting-off and pre-heating a catalytic monolith in a power generation system. In this concept, a downstream heat source (e.g. a flame) or resistive heating in the downstream portion of the monolith initiates a localized catalytic reaction which subsequently propagates upstream and heats the entire monolith. The simulations used a transient numerical model of a single catalytic channel which characterizes the behavior of the entire monolith. The model treats both the gas and solid phases and includes detailed homogeneous and heterogeneous reactions. An important parameter in the model for back-end ignition is upstream heat conduction along the solid. The simulations used both dry and wet CO chemistry as a model fuel for the proof-of-concept calculations; the presence of water vapor can trigger homogenous reactions, provided that gas-phase temperatures are adequately high and there is sufficient fuel remaining after surface reactions. With sufficiently high inlet equivalence ratio, back-end ignition occurs using the thermophysical properties of both a ceramic and metal monolith (coated with platinum in both cases), with the heat-up times significantly faster for the metal monolith. For lower equivalence ratios, back-end ignition occurs without upstream propagation. Once light-off and propagation occur, the inlet equivalence ratio could be reduced significantly while still maintaining an ignited monolith as demonstrated by calculations using complete monolith heating.

Experimental Study of Cavity-Strut Combustion in Supersonic Flow (Postprint)

DTIC Science & Technology

2007-07-01

locally fuel-rich region. When air is directly injected into the cavity, the flame appears to be more intense with reduced flame length behind the...2. At a moderate upstream strut fueling (FST1), the increased combustion zone behind the struts is evident, especially with regard to the flame ... length . At the same cavity and strut fueling condition, the strut flame appears to extend farther downstream in the Strut 2 and Strut 3 configurations

Knock-Limited Performance of Triptane and 28-R Fuel Blends as Affected by Changes in Compression Ratio and in Engine Operating Variables

NASA Technical Reports Server (NTRS)

Brun, Rinaldo J.; Feder, Melvin S.; Fisher, William F.

1947-01-01

A knock-limited performance investigation was conducted on blends of triptane and 28-P fuel with a 12-cylinder, V-type, liquid-cooled aircraft engine of 1710-cubic-inch displacement at three compression ratios: 6.65, 7.93, and 9.68. At each compression ratio, the effect of changes in temperature of the inlet air to the auxiliary-stage supercharger and in fuel-air ratio were investigated at engine speeds of 2280 and. 3000 rpm. The results show that knock-limited engine performance, as improved by the use of triptane, allowed operation at both take-off and cruising power at a compression ratio of 9.68. At an inlet-air temperature of 60 deg F, an engine speed of 3000 rpm ; and a fuel-air ratio of 0,095 (approximately take-off conditions), a knock-limited engine output of 1500 brake horsepower was possible with 100-percent 28-R fuel at a compression ratio of 6.65; 20-percent triptane was required for the same power output at a compression ratio of 7.93, and 75 percent at a compression ratio of 9.68 allowed an output of 1480 brake horsepower. Knock-limited power output was more sensitive to changes in fuel-air ratio as the engine speed was increased from 2280 to 3000 rpm, as the compression ratio is raised from 6.65 to 9.68, or as the inlet-air temperature is raised from 0 deg to 120 deg F.

Hydrodynamic Suppression of Soot Formation in Laminar Coflowing Jet Diffusion Flames. Appendix C

NASA Technical Reports Server (NTRS)

Dai, Z.; Faeth, G. M.; Yuan, Z.-G. (Technical Monitor); Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2000-01-01

Effects of flow (hydrodynamic) properties on limiting conditions for soot-free laminar non-premixed hydrocarbon/air flames (called laminar soot-point conditions) were studied, emphasizing non-buoyant laminar coflowing jet diffusion flames. Effects of air/fuel-stream velocity ratios were of particular interest; therefore, the experiments were carried out at reduced pressures to minimize effects of flow acceleration due to the intrusion of buoyancy. Test conditions included reactant temperatures of 300 K; ambient pressures of 3.7-49 8 kPa; methane-, acetylene-, ethylene-, propane-, and methane-fueled flames burning in coflowing air with fuel-port diameters of 1.7, 3.2, and 6.4 mm, fuel jet Reynolds numbers of 18-121; air coflow velocities of 0-6 m/s; and air/fuel-stream velocity ratios of 0.003-70. Measurements included laminar soot-point flame lengths, laminar soot-point fuel flow rates, and laminar liftoff conditions. The measurements show that laminar soot-point flame lengths and fuel flow rates can be increased, broadening the range of fuel flow rates where the flames remain soot free, by increasing air/fuel-stream velocity ratios. The mechanism of this effect involves the magnitude and direction of flow velocities relative to the flame sheet where increased air/fuel-stream velocity ratios cause progressive reduction of flame residence times in the fuel-rich soot-formation region. The range of soot-free conditions is limited by both liftoff, particularly at low pressures, and the intrusion of effects of buoyancy on effective air/fuel-stream velocity ratios, particularly at high pressures. Effective correlations of laminar soot- and smoke-point flame lengths were also found in terms of a corrected fuel flow rate parameter, based on simplified analysis of laminar jet diffusion flame structure. The results show that laminar smoke-point flame lengths in coflowing air environments are roughly twice as long as soot-free (blue) flames under comparable conditions due to the presence of luminous soot particles under fuel-lean conditions when smoke-point conditions are approached. This is very similar to earlier findings concerning differences between laminar smoke- and sootpoint flame lengths in still environments.

40 CFR 610.21 - Device functional category and vehicle system effects.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 1 Device categories Characteristics adversely affected Fuel-Air System Carburetors and fuel injection systems All. Air-fuel ratio modifiers (e.g., air bleeds) All. Atomization devices (acoustic and mechanical) All. Vapor Injectors All. Choke controls 1, 2, and 4. Air filters 1, 2, and 4. Fuel-air...

40 CFR 610.21 - Device functional category and vehicle system effects.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 1 Device categories Characteristics adversely affected Fuel-Air System Carburetors and fuel injection systems All. Air-fuel ratio modifiers (e.g., air bleeds) All. Atomization devices (acoustic and mechanical) All. Vapor Injectors All. Choke controls 1, 2, and 4. Air filters 1, 2, and 4. Fuel-air...

Knock-Limited Performance of Triptane and Xylidines Blended with 28-R Aviation Fuel at High Compression Ratios and Maximum-Economy Spark Setting

NASA Technical Reports Server (NTRS)

Held, Louis F.; Pritchard, Ernest I.

1946-01-01

An investigation was conducted to evaluate the possibilities of utilizing the high-performance characteristics of triptane and xylidines blended with 28-R fuel in order to increase fuel economy by the use of high compression ratios and maximum-economy spark setting. Full-scale single-cylinder knock tests were run with 20 deg B.T.C. and maximum-economy spark settings at compression ratios of 6.9, 8.0, and 10.0, and with two inlet-air temperatures. The fuels tested consisted of triptane, four triptane and one xylidines blend with 28-R, and 28-R fuel alone. Indicated specific fuel consumption at lean mixtures was decreased approximately 17 percent at a compression ratio of 10.0 and maximum-economy spark setting, as compared to that obtained with a compression ratio of 6.9 and normal spark setting. When compression ratio was increased from 6.9 to 10.0 at an inlet-air temperature of 150 F, normal spark setting, and a fuel-air ratio of 0.065, 55-percent triptane was required with 28-R fuel to maintain the knock-limited brake power level obtained with 28-R fuel at a compression ratio of 6.9. Brake specific fuel consumption was decreased 17.5 percent at a compression ratio of 10.0 relative to that obtained at a compression ratio of 6.9. Approximately similar results were noted at an inlet-air temperature of 250 F. For concentrations up through at least 20 percent, triptane can be more efficiently used at normal than at maximum-economy spark setting to maintain a constant knock-limited power output over the range of compression ratios tested.

Efficacy of side air bags in reducing driver deaths in driver-side collisions.

PubMed

Braver, Elisa R; Kyrychenko, Sergey Y

2004-03-15

Side air bags, a relatively new technology designed to protect the head and/or torso in side-impact collisions, are becoming increasingly common in automobiles. Their efficacy in preventing US driver deaths among cars struck on the near (driver's) side was examined using data from the Fatality Analysis Reporting System and the General Estimates System. Risk ratios for driver death per nearside collision during 1999-2001 were computed for head/torso and torso-only side air bags in cars from model years 1997-2002, relative to cars without side air bags. Confounding was addressed by adjusting nearside risk ratios for front- and rear-impact mortality, which is unaffected by side air bags. Risk ratios were 0.55 (95% confidence interval: 0.43, 0.71) for head/torso air bags and 0.89 (95% confidence interval: 0.79, 1.01) for torso-only air bags. Risk was reduced when cars with head/torso air bags were struck by cars/minivans (significant) or pickup trucks/sport utility vehicles (nonsignificant). Risk was reduced in two-vehicle collisions and among male drivers and drivers aged 16-64 years. Protective effects associated with torso-only air bags were observed in single-vehicle crashes and among male and 16- to 64-year-old drivers. Head/torso side air bags appear to be very effective in reducing nearside driver deaths, whereas torso-only air bags appear less protective.

Development of Air Supply System for Gas Turbine Combustor Test Rig

NASA Astrophysics Data System (ADS)

Kamarudin, Norhaimi Izlan; Hanafi, Muhammad; Mantari, Asril Rajo; Jaafar, Mohammad Nazri Mohd

2010-06-01

Complete combustion process occurs when the air and fuel burns at their stoichiometric ratio, which determines the appropriate amount of air needed to be supplied to the combustion chamber. Thus, designing an appropriate air supply system is important, especially for multi-fuel combustion. Each type of fuel has different molecular properties and structures which influence the stoichiometric ratio. Therefore, the designed air supply system must be operable for different types of fuels. Basically, the design of the air supply system is at atmospheric pressure. It is important that the air which enters the combustion chamber is stable and straight. From the calculation, the maximum required mass flow rate of air is 0.1468kg/s.

72. NORTHEAST SIDE OF NITROGEN EXCHANGERS IN FOREGROUND; FUEL APRON ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

72. NORTHEAST SIDE OF NITROGEN EXCHANGERS IN FOREGROUND; FUEL APRON IN BACKGROUND. NORTHEAST CORNER OF WEST CAMERA TOWER ALSO IN BACKGROUND. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 East, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Flow Range of Centrifugal Compressor Being Extended

NASA Technical Reports Server (NTRS)

Skoch, Gary J.

2001-01-01

General Aviation will benefit from turbine engines that are both fuel-efficient and reliable. Current engines fall short of their potential to achieve these attributes. The reason is compressor surge, which is a flow stability problem that develops when the compressor is subjected to conditions that are outside of its operating range. Compressor surge can occur when fuel flow to the engine is increased, temporarily back pressuring the compressor and pushing it past its stability limit, or when the compressor is subjected to inlet flow-field distortions that may occur during takeoff and landing. Compressor surge can result in the loss of an aircraft. As a result, engine designers include a margin of safety between the operating line of the engine and the stability limit line of the compressor. Unfortunately, the most efficient operating line for the compressor is usually closer to its stability limit line than it is to the line that provides an adequate margin of safety. A wider stable flow range will permit operation along the most efficient operating line of the compressor, improving the specific fuel consumption of the engine and reducing emissions. The NASA Glenn Research Center is working to extend the stable flow range of the compressor. Significant extension has been achieved in axial compressors by injecting air upstream of the compressor blade rows. Recently, the technique was successfully applied to a 4:1 pressure ratio centrifugal compressor by injecting streams of air into the diffuser. Both steady and controlled unsteady injection were used to inject air through the diffuser shroud surface and extend the range. Future work will evaluate the effect of air injection through the diffuser hub surface and diffuser vanes with the goal of maximizing the range extension while minimizing the amount of injected air that is required.

Study on Combustion Oscillation of Premixed Flame with Pilot Fuel at Elevated Pressures

NASA Astrophysics Data System (ADS)

Ohtsuka, Masaya; Yoshida, Shohei; Hirata, Yoshitaka; Kobayashi, Nariyoshi

Acoustically-coupled combustion oscillation is studied for premixed flame with pilot fuel to be used in gas turbine combustors. Premixed gas is passed through swirl vanes and burnt with the centrally injected pilot fuel. The dependencies of pressure, fuel to air ratio, premixed fuel rate, inlet velocity and air temperature on the combustion oscillation are investigated. Two kinds of oscillation modes of ˜100Hz and ˜350Hz are activated according to inlet velocities. Fluctuating pressures are amplified when the premixed fuel rate is over ˜80% at elevated pressures. The fluctuating pressure peak moves to a higher premixed fuel ratio region with increased pressure or fuel to air ratio for the Helmholz type mode. Combustion oscillation occurs when the pilot fuel velocity is changed proportionally with the flame length.

Engine Performance and Knock Rating of Fuels for High-output Aircraft Engines

NASA Technical Reports Server (NTRS)

Rothbrock, A M; Biermann, Arnold E

1938-01-01

Data are presented to show the effects of inlet-air pressure, inlet-air temperature, and compression ratio on the maximum permissible performance obtained on a single-cylinder test engine with aircraft-engine fuels varying from a fuel of 87 octane number to one 100 octane number plus 1 ml of tetraethyl lead per gallon. The data were obtained on a 5-inch by 5.75-inch liquid-cooled engine operating at 2,500 r.p.m. The compression ratio was varied from 6.50 to 8.75. The inlet-air temperature was varied from 120 to 280 F. and the inlet-air pressure from 30 inches of mercury absolute to the highest permissible. The limiting factors for the increase in compression ratio and in inlet-air pressure was the occurrence of either audible or incipient knock. The data are correlated to show that, for any one fuel,there is a definite relationship between the limiting conditions of inlet-air temperature and density at any compression ratio. This relationship is dependent on the combustion-gas temperature and density relationship that causes knock. The report presents a suggested method of rating aircraft-engine fuels based on this relationship. It is concluded that aircraft-engine fuels cannot be satisfactorily rated by any single factor, such as octane number, highest useful compression ratio, or allowable boost pressure. The fuels should be rated by a curve that expresses the limitations of the fuel over a variety of engine conditions.

Effects of Air-Fuel Spray and Flame Formation in a Compression-Ignition Engine

NASA Technical Reports Server (NTRS)

Rothrock, A M; Waldron, C D

1937-01-01

High-speed motion pictures were taken at the rate of 2,500 frames per second of the fuel spray and flame formation in the combustion chamber of the NACA combustion apparatus. The compression ratio was 13.2 and the speed 1,500 revolutions per minute. An optical indicator was used to record the time-pressure relationship in the combustion chamber. The air-fuel ratio was varied from 10.4 to 365. The results showed that as the air-fuel ratio was increased definite stratification of the charge occurred in the combustion chamber even though moderate air flow existed. The results also showed the rate of vapor diffusion to be relatively slow.

Effects of Fuel Distribution on Detonation Tube Performance

NASA Technical Reports Server (NTRS)

Perkins, Hugh Douglas

2002-01-01

A pulse detonation engine (PDE) uses a series of high frequency intermittent detonation tubes to generate thrust. The process of filling the detonation tube with fuel and air for each cycle may yield non-uniform mixtures. Lack of mixture uniformity is commonly ignored when calculating detonation tube thrust performance. In this study, detonation cycles featuring idealized non-uniform H2/air mixtures were analyzed using the SPARK two-dimensional Navier-Stokes CFD code with 7-step H2/air reaction mechanism. Mixture non-uniformities examined included axial equivalence ratio gradients, transverse equivalence ratio gradients, and partially fueled tubes. Three different average test section equivalence ratios (phi), stoichiometric (phi = 1.00), fuel lean (phi = 0.90), and fuel rich (phi = 1.10), were studied. All mixtures were detonable throughout the detonation tube. It was found that various mixtures representing the same test section equivalence ratio had specific impulses within 1 percent of each other, indicating that good fuel/air mixing is not a prerequisite for optimal detonation tube performance.

High-Temperature, Dual-Atmosphere Corrosion of Solid-Oxide Fuel Cell Interconnects

NASA Astrophysics Data System (ADS)

Gannon, Paul; Amendola, Roberta

2012-12-01

High-temperature corrosion of ferritic stainless steel (FSS) surfaces can be accelerated and anomalous when it is simultaneously subjected to different gaseous environments, e.g., when separating fuel (hydrogen) and oxidant (air) streams, in comparison with single-atmosphere exposures, e.g., air only. This so-called "dual-atmosphere" exposure is realized in many energy-conversion systems including turbines, boilers, gasifiers, heat exchangers, and particularly in intermediate temperature (600-800°C) planar solid-oxide fuel cell (SOFC) stacks. It is generally accepted that hydrogen transport through the FSS (plate or tube) and its subsequent integration into the growing air-side surface oxide layer can promote accelerated and anomalous corrosion—relative to single-atmosphere exposure—via defect chemistry changes, such as increased cation vacancy concentrations, decreased oxygen activity, and steam formation within the growing surface oxide layers. Establishment of a continuous and dense surface oxide layer on the fuel side of the FSS can inhibit hydrogen transport and the associated effects on the air side. Minor differences in FSS composition, microstructure, and surface conditions can all have dramatic influences on dual-atmosphere corrosion behaviors. This article reviews high-temperature, dual-atmosphere corrosion phenomena and discusses implications for SOFC stacks, related applications, and future research.

Fuel/air nonuniformity - Effect on nitric oxide emissions

NASA Technical Reports Server (NTRS)

Lyons, V. J.

1981-01-01

An analytical and experimental study was performed to determine the effect of inlet fuel/air profile nonuniformity on NO(x) emissions. The theoretical NO(x) levels were verified in a flame-tube rig at inlet air temperatures of 600, 700, and 800 K, 0.3 MPa rig pressure, 25 m/sec reference velocity, overall equivalence ratio of 0.6 and residence time near 0.002 sec. The theory predicts an increase in NO(x) emissions for increased fuel/air nonuniformity for average equivalence ratios less than 0.7, while for average equivalence ratios near stoichiometric, increasing the nonuniformity will decrease NO(x) emissions. The results can be used to predict the degree of uniformity of fuel/air profiles necessary to achieve NO(x) emissions goals for actual engines that use lean premixed, prevaporized combustion systems.

Soot loading in a generic gas turbine combustor

NASA Technical Reports Server (NTRS)

Eckerle, W. A.; Rosfjord, T. J.

1987-01-01

Variation in soot loading along the centerline of a generic gas turbine combustor was experimentally investigated. The 12.7-cm dia burner consisted of six sheet-metal louvers. Soot loading along the burner length was quantified by acquiring measurements first at the exit of the full-length combustor and then at upstream stations by sequential removal of liner louvers to shorten the burner length. Alteration of the flow field approaching removed louvers, maintaining a constant liner pressure drop. Burner exhaust flow was sampled at the burner centerline to determine soot mass concentration and smoke number. Characteristic particle size and number density, transmissivity of the exhaust flow, and local radiation from luminous soot particles in the exhaust flow were determined by optical techniques. Four test fuels were burned at three fuel-air ratios to determine fuel chemical property and flow temperature influences. Data were acquired at two combustor pressures. Particulate concentration data indicated a strong oxidation mechanism in the combustor secondary zone, though the oxidation was significantly affected by flow temperature. Soot production was directly related to fuel smoke point. Less soot production and lower secondary-zone oxidation rates were observed at reduced combustor pressure.

Planar solid oxide fuel cell with staged indirect-internal air and fuel preheating and reformation

DOEpatents

Geisbrecht, Rodney A; Williams, Mark C

2003-10-21

A solid oxide fuel cell arrangement and method of use that provides internal preheating of both fuel and air in order to maintain the optimum operating temperature for the production of energy. The internal preheat passes are created by the addition of two plates, one on either side of the bipolar plate, such that these plates create additional passes through the fuel cell. This internal preheat fuel cell configuration and method reduce the requirements for external heat exchanger units and air compressors. Air or fuel may be added to the fuel cell as required to maintain the optimum operating temperature through a cathode control valve or an anode control valve, respectively. A control loop comprises a temperature sensing means within the preheat air and fuel passes, a means to compare the measured temperature to a set point temperature and a determination based on the comparison as to whether the control valves should allow additional air or fuel into the preheat or bypass manifolds of the fuel cell.

Effect of fuel zoning and fuel nozzle design on pollution emissions at ground idle conditions for a double-annular ram-induction combustor

NASA Technical Reports Server (NTRS)

Clements, T. R.

1973-01-01

An exhaust emission survey was conducted on a double-annular ram induction combustor at simulated ground idle conditions. The combustor was designed for a large augmented turbofan engine capable of sustained flight speeds up to Mach 3.0. The emission levels of total hydrocarbon (THC), carbon monoxide, carbon dioxide, and nitric oxide were measured. The effects of fuel zoning, fuel nozzle design, and operating conditions (inlet temperature and reference Mach number) on the level of these emissions were determined. At an overall combustor fuel/air ratio of 0.007, fuel zoning reduced THC emissions by a factor of 5 to 1. The reduction in THC emissions is attributed to the increase in local fuel/air ratio provided by the fuel zoning. An alternative method of increasing fuel/air ratio would be to operate with larger-than-normal compressor overboard bleed; however, analysis on this method indicated an increase in idle fuel consumption of 20 percent. The use of air-atomizing nozzles reduced the THC emissions by 2 to 1.

Air/fuel ratio visualization in a diesel spray

NASA Astrophysics Data System (ADS)

Carabell, Kevin David

1993-01-01

To investigate some features of high pressure diesel spray ignition, we have applied a newly developed planar imaging system to a spray in an engine-fed combustion bomb. The bomb is designed to give flow characteristics similar to those in a direct injection diesel engine yet provide nearly unlimited optical access. A high pressure electronic unit injector system with on-line manually adjustable main and pilot injection features was used. The primary scalar of interest was the local air/fuel ratio, particularly near the spray plumes. To make this measurement quantitative, we have developed a calibration LIF technique. The development of this technique is the key contribution of this dissertation. The air/fuel ratio measurement was made using biacetyl as a seed in the air inlet to the engine. When probed by a tripled Nd:YAG laser the biacetyl fluoresces, with a signal proportional to the local biacetyl concentration. This feature of biacetyl enables the fluorescent signal to be used as as indicator of local fuel vapor concentration. The biacetyl partial pressure was carefully controlled, enabling estimates of the local concentration of air and the approximate local stoichiometry in the fuel spray. The results indicate that the image quality generated with this method is sufficient for generating air/fuel ratio contours. The processes during the ignition delay have a marked effect on ignition and the subsequent burn. These processes, vaporization and pre-flame kinetics, very much depend on the mixing of the air and fuel. This study has shown that poor mixing and over-mixing of the air and fuel will directly affect the type of ignition. An optimal mixing arrangement exists and depends on the swirl ratio in the engine, the number of holes in the fuel injector and the distribution of fuel into a pilot and main injection. If a short delay and a diffusion burn is desired, the best mixing parameters among those surveyed would be a high swirl ratio, a 4-hole nozzle and a small pilot. This arrangement provided the best combination of short ignition delay and diffusion burn for the majority of cases.

Fuel processor for fuel cell power system

DOEpatents

Vanderborgh, Nicholas E.; Springer, Thomas E.; Huff, James R.

1987-01-01

A catalytic organic fuel processing apparatus, which can be used in a fuel cell power system, contains within a housing a catalyst chamber, a variable speed fan, and a combustion chamber. Vaporized organic fuel is circulated by the fan past the combustion chamber with which it is in indirect heat exchange relationship. The heated vaporized organic fuel enters a catalyst bed where it is converted into a desired product such as hydrogen needed to power the fuel cell. During periods of high demand, air is injected upstream of the combustion chamber and organic fuel injection means to burn with some of the organic fuel on the outside of the combustion chamber, and thus be in direct heat exchange relation with the organic fuel going into the catalyst bed.

Effects of Fuel Distribution on Detonation Tube Performance

NASA Technical Reports Server (NTRS)

Perkins, H. Douglas; Sung, Chih-Jen

2003-01-01

A pulse detonation engine uses a series of high frequency intermittent detonation tubes to generate thrust. The process of filling the detonation tube with fuel and air for each cycle may yield non-uniform mixtures. Uniform mixing is commonly assumed when calculating detonation tube thrust performance. In this study, detonation cycles featuring idealized non-uniform Hz/air mixtures were analyzed using a two-dimensional Navier-Stokes computational fluid dynamics code with detailed chemistry. Mixture non-uniformities examined included axial equivalence ratio gradients, transverse equivalence ratio gradients, and partially fueled tubes. Three different average test section equivalence ratios were studied; one stoichiometric, one fuel lean, and one fuel rich. All mixtures were detonable throughout the detonation tube. Various mixtures representing the same average test section equivalence ratio were shown to have specific impulses within 1% of each other, indicating that good fuel/air mixing is not a prerequisite for optimal detonation tube performance under conditions investigated.

Large Eddy Simulation of the fuel transport and mixing process in a scramjet combustor with rearwall-expansion cavity

NASA Astrophysics Data System (ADS)

Cai, Zun; Liu, Xiao; Gong, Cheng; Sun, Mingbo; Wang, Zhenguo; Bai, Xue-Song

2016-09-01

Large Eddy Simulation (LES) was employed to investigate the fuel/oxidizer mixing process in an ethylene fueled scramjet combustor with a rearwall-expansion cavity. The numerical solver was first validated for an experimental flow, the DLR strut-based scramjet combustor case. Shock wave structures and wall-pressure distribution from the numerical simulations were compared with experimental data and the numerical results were shown in good agreement with the available experimental data. Effects of the injection location on the flow and mixing process were then studied. It was found that with a long injection distance upstream the cavity, the fuel is transported much further into the main flow and a smaller subsonic zone is formed inside the cavity. Conversely, with a short injection distance, the fuel is entrained more into the cavity and a larger subsonic zone is formed inside the cavity, which is favorable for ignition in the cavity. For the rearwall-expansion cavity, it is suggested that the optimized ignition location with a long upstream injection distance should be in the bottom wall in the middle part of the cavity, while the optimized ignition location with a short upstream injection distance should be in the bottom wall in the front side of the cavity. By employing a cavity direct injection on the rear wall, the fuel mass fraction inside the cavity and the local turbulent intensity will both be increased due to this fueling, and it will also enhance the mixing process which will also lead to increased mixing efficiency. For the rearwall-expansion cavity, the combined injection scheme is expected to be an optimized injection scheme.

Experimental Investigation of Diffuser Hub Injection to Improve Centrifugal Compressor Stability

NASA Technical Reports Server (NTRS)

Skoch, Gary J.

2004-01-01

Results from a series of experiments to investigate whether centrifugal compressor stability could be improved by injecting air through the diffuser hub surface are reported. The research was conducted in a 4:1 pressure ratio centrifugal compressor configured with a vane-island diffuser. Injector nozzles were located just upstream of the leading edge of the diffuser vanes. Nozzle orientations were set to produce injected streams angled at 8, 0 and +8 degrees relative to the vane mean camber line. Several injection flow rates were tested using both an external air supply and recirculation from the diffuser exit. Compressor flow range did not improve at any injection flow rate that was tested. Compressor flow range did improve slightly at zero injection due to the flow resistance created by injector openings on the hub surface. Leading edge loading and semi-vaneless space diffusion showed trends similar to those reported earlier from shroud surface experiments that did improve compressor flow range. Opposite trends are seen for hub injection cases where compressor flow range decreased. The hub injection data further explain the range improvement provided by shroud-side injection and suggest that different hub-side techniques may produce range improvement in centrifugal compressors.

Dedicated exhaust gas recirculation control systems and methods

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sczomak, David P.; Narayanaswamy, Kushal; Keating, Edward J.

An engine control system of a vehicle includes a fuel control module that controls fuel injection of a first cylinder of an engine based on a first target air/fuel ratio that is fuel lean relative to a stoichiometric air/fuel ratio and that controls fuel injection of a second cylinder of the engine based on a second target air/fuel ratio that is fuel rich relative to stoichiometry. The first cylinder outputs exhaust to a first three way catalyst (TWC), and the second cylinder outputs exhaust to an exhaust gas recirculation (EGR) valve. An EGR control module controls opening of the EGRmore » valve to: (i) a second TWC that reacts with nitrogen oxides (NOx) in the exhaust and outputs ammonia to a selective catalytic reduction (SCR) catalyst; and (ii) a conduit that recirculates exhaust back to an intake system of the engine.« less

Performance and durability of improved air-atomizing splash-cone fuel nozzles

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1974-01-01

An improved design of air-atomizing fuel nozzles was determined from a study of four differently shaped splash-cone fuel nozzles after 56 hr of durability testing in a combustor segment. Test conditions included fuel-air ratios of 0.008 to 0.018, inlet-air total pressures of 41 to 203 N/cm, inlet-air temperatures of 477 to 811 K, and a reference velocity of 21.3 m/sec. Flat-tip fuel nozzles showed the least erosion damage and at a combustor operating condition of 700 K and 101 N/sq cm an oxides-of-nitrogen emission index of 12 and a smoke number of approximately 18 with a fuel-air ratio of 0.018. Emission indices for carbon monoxide and unburned hydrocarbons were 44 and 16, respectively, at simulated idle conditions of 477 K and 41 N/sq cm.

Cap assembly for a bundled tube fuel injector

DOE Office of Scientific and Technical Information (OSTI.GOV)

LeBegue, Jeffrey Scott; Melton, Patrick Benedict; Westmoreland, III, James Harold

2016-04-26

A cap assembly for a bundled tube fuel injector includes an impingement plate and an aft plate that is disposed downstream from the impingement plate. The aft plate includes a forward side that is axially separated from an aft side. A tube passage extends through the impingement plate and the aft plate. A tube sleeve extends through the impingement plate within the tube passage towards the aft plate. The tube sleeve includes a flange at a forward end and an aft end that is axially separated from the forward end. A retention plate is positioned upstream from the impingement plate.more » A spring is disposed between the retention plate and the flange. The spring provides a force so as to maintain contact between at least a portion of the aft end of the tube sleeve and the forward side of the aft plate.« less

Water injected fuel cell system compressor

DOEpatents

Siepierski, James S.; Moore, Barbara S.; Hoch, Martin Monroe

2001-01-01

A fuel cell system including a dry compressor for pressurizing air supplied to the cathode side of the fuel cell. An injector sprays a controlled amount of water on to the compressor's rotor(s) to improve the energy efficiency of the compressor. The amount of water sprayed out the rotor(s) is controlled relative to the mass flow rate of air inputted to the compressor.

A method for aircraft afterburner combustion without flameholders

NASA Astrophysics Data System (ADS)

Birmaher, Shai

2009-12-01

State of the art aircraft afterburners employ spray bars to inject fuel and flameholders to stabilize the combustion process. Such afterburner designs significantly increase the length (and thus weight), pressure losses, and observability of the engine. This thesis presents a feasibility study of a compact 'prime and trigger' (PAT) afterburner concept that eliminates the fuel spray bars and flameholders and, thus, eliminates the above-mentioned problems. In this concept, afterburner fuel is injected just upstream or in between the turbine stages. As the fuel travels through the turbine stages, it evaporates, mixes with the bulk flow, and undergoes some chemical reactions without any significant heat release, a process referred to as 'priming'. Downstream of the turbine stages, combustion could take place through autoignition. However, if fuel autoignition does not occur or if autoignition does not produce a combustion zone that is stable and highly efficient, then a low power pilot, or 'trigger', can be used to control the combustion process. The envisioned trigger for the PAT concept is a jet of product gas from ultra-rich hydrocarbon/air combustion that is injected through the afterburner liner. This 'partial oxidation' (POx) gas, which consists mostly of H2, CO, and diluents, rapidly produces radicals and heat that accelerate the autoignition of the primed mixture and, thus, provide an anchor point for the afterburner combustion process. The objective of this research was to demonstrate the feasibility of the PAT concept by showing that (1) combustion of fuel injected within or upstream of turbine stages can occur only downstream of the turbine stages, and (2) the combustion zone is compact, stable and efficient. This was accomplished using two experimental facilities, a developed theoretical model, and Chemkin simulations. The first facility, termed the Afterburner Facility (AF), simulated the bulk flow temperature, velocity and O2 content through a turbojet combustor, turbine stage and afterburner. To model the PAT concept, Jet-A was injected upstream of the simulated turbine stage and a H2 jet was used to trigger the primed Jet-A combustion process downstream of the turbine stage. H2 was used because POx gas was not available for experiments. The second facility, termed the Propane Autoignition Combustor (PAC), was essentially a scaled-down, simplified version of the AF. The PAC experiments focused on the trigger stage of the PAT concept, using H 2 in lieu of POx gas and employing measurement techniques that were in some ways more detailed than in the AF experiments. The developed model simulated the physics of fuel priming in the AF and predicted the Jet-A autoignition location. It was used to predict and interpret the AF results and to study the feasibility of the PAT concept at pressures outside the AF operating range. Finally, the Chemkin simulations were used to examine the effect of several POx gas compositions on the Jet-A/vitiated-air autoignition process; to compare the POx and H2 triggers; and to explore several reasons for why POx gas and H2 are suitable trigger mechanisms. he experimental, theoretical, and numerical results obtained in this investigation indicated that the PAT concept provides a feasible approach to afterburner combustion. The experiments in the AF showed that the ignition delay of Jet-A is sufficiently long to allow fuel injection within turbine stages without significant heat release upstream of the afterburner. In the AF experiments without the H2 trigger, Jet-A combustion was achieved through autoignition; however, the autoignition combustion zone exhibited large axial fluctuations and low combustion efficiency. The H2 trigger was able to shift the combustion zone upstream, make it more compact, reduce fluctuations in its axial position, and raise the combustion efficiency to nearly 100%. The PAC experiments also showed that a H2 trigger can shift the combustion zone upstream, make it more compact, and increase the combustion efficiency. The PAC results were obtained with lower O 2 content and higher equivalence ratios than in the AF. Therefore, the combined AF and PAC results suggested that the PAT concept is feasible over a wide range of operating conditions. The developed model showed good agreement with the AF results. It also predicted that the PAT concept is feasible at bulk flow pressures outside the AF operating range. Finally, the Chemkin results showed that both the H2 and POx gas triggers can significantly reduce the ignition delay time of primed Jet-A/vitiated air mixtures. Thus, POx gas is a suitable trigger for the PAT concept and should be tested in future experimental investigations.

Sensitivity, stability, and precision of quantitative Ns-LIBS-based fuel-air-ratio measurements for methane-air flames at 1-11 bar.

PubMed

Hsu, Paul S; Gragston, Mark; Wu, Yue; Zhang, Zhili; Patnaik, Anil K; Kiefer, Johannes; Roy, Sukesh; Gord, James R

2016-10-01

Nanosecond laser-induced breakdown spectroscopy (ns-LIBS) is employed for quantitative local fuel-air (F/A) ratio (i.e., ratio of actual fuel-to-oxidizer mass over ratio of fuel-to-oxidizer mass at stoichiometry, measurements in well-characterized methane-air flames at pressures of 1-11 bar). We selected nitrogen and hydrogen atomic-emission lines at 568 nm and 656 nm, respectively, to establish a correlation between the line intensities and the F/A ratio. We have investigated the effects of laser-pulse energy, camera gate delay, and pressure on the sensitivity, stability, and precision of the quantitative ns-LIBS F/A ratio measurements. We determined the optimal laser energy and camera gate delay for each pressure condition and found that measurement stability and precision are degraded with an increase in pressure. We have identified primary limitations of the F/A ratio measurement employing ns-LIBS at elevated pressures as instabilities caused by the higher density laser-induced plasma and the presence of the higher level of soot. Potential improvements are suggested.

Effect of Air Temperature and Relative Humidity at Various Fuel-Air Ratios on Exhaust Emissions on a Per-Mode Basis of an AVCO Lycoming 0-320 Diad Light Aircraft Engine: Volume 1: Results and Plotted Data

NASA Technical Reports Server (NTRS)

Skorobatckyi, M.; Cosgrove, D. V.; Meng, P. R.; Kempe, E. E., Jr.

1978-01-01

A carbureted four cylinder air cooled 0-320 DIAD Lycoming aircraft engine was tested to establish the effects of air temperature and humidity at various fuel-air ratios on the exhaust emissions on a per-mode basis. The test conditions include carburetor lean out at air temperatures of 50, 59, 80, and 100 F at relative humidities of 0, 30, 60, and 80 percent. Temperature humidity effects at the higher values of air temperature and relative humidity tested indicated that the HC and CO emissions increased significantly, while the NOx emissions decreased. Even at a fixed fuel air ratio, the HC emissions increase and the NOx emissions decrease at the higher values of air temperature and humidity.

Effect of air temperature and relative humidity at various fuel-air ratios on exhaust emissions on a per-mode basis of an Avco Lycoming 0-320 DIAD light aircraft engine. Volume 2: Individual data points

NASA Technical Reports Server (NTRS)

Skorobatckyi, M.; Cosgrove, D. V.; Meng, P. R.; Kempke, E. R.

1976-01-01

A carbureted four cylinder air cooled 0-320 DIAD Lycoming aircraft engine was tested to establish the effects of air temperature and humidity at various fuel-air ratios on the exhaust emissions on a per-mode basis. The test conditions included carburetor lean-out at air temperatures of 50, 59, 80, and 100 F at relative humidities of 0, 30, 60, and 80 percent. Temperature-humidity effects at the higher values of air temperature and relative humidity tested indicated that the HC and CO emissions increased significantly, while the NOx emissions decreased. Even at a fixed fuel-air ratio, the HC emissions increase and the NOx emissions decrease at the higher values of air temperature and humidity. Volume II contains the data taken at each of the individual test points.

Influences of current collector foils with different opening ratios in passive polymer electrolyte membrane fuel cells

NASA Astrophysics Data System (ADS)

Krumbholz, S.; Kaiser, J.; Weiland, M.; Hahn, R.; Reichl, H.

Even if many fuel cell applications are ready to start into the market, more research needs to be done to improve the currently achieved power density further. In the power range of about 10-20 W micro-PEM fuel cells have a high improvement potential concerning the current collector design and the design of the passive air supply. These two points have a high impact on the water management of a PEM fuel cell and allow a significant decrease of the fuel cell system in size and weight. The current work shows calculations for the fuel cell impedance based on a mathematical resistance model which was already presented for similarly constructed direct methanol fuel cells (DMFCs) [4]. Selected publications on water uptake and membrane humidification for the used Gore MEAs [6,7] are taken into account. The model is evaluated with realized versions of cathode side current collector designs, which influence the maximum power density and the self-heating of the fuel cell stack. Several measurement results are presented, which can confirm the validity of the used model. A very low opening ratio of less than 0.1 induces a very high concentration gradient of the generated water in relation to the net water outtake. From this it follows that the cell impedance is very low and the membrane has a very high ionic conductivity. Additionally it can be shown that the power density of these fuel cells is twice as high as for the cells with an opening ratio greater than 0.45.

Fuel processor for fuel cell power system. [Conversion of methanol into hydrogen

DOEpatents

Vanderborgh, N.E.; Springer, T.E.; Huff, J.R.

1986-01-28

A catalytic organic fuel processing apparatus, which can be used in a fuel cell power system, contains within a housing a catalyst chamber, a variable speed fan, and a combustion chamber. Vaporized organic fuel is circulated by the fan past the combustion chamber with which it is in indirect heat exchange relationship. The heated vaporized organic fuel enters a catalyst bed where it is converted into a desired product such as hydrogen needed to power the fuel cell. During periods of high demand, air is injected upstream of the combustion chamber and organic fuel injection means to burn with some of the organic fuel on the outside of the combustion chamber, and thus be in direct heat exchange relation with the organic fuel going into the catalyst bed.

Large Eddy Simulation of High-Speed, Premixed Ethylene Combustion

NASA Technical Reports Server (NTRS)

Ramesh, Kiran; Edwards, Jack R.; Chelliah, Harsha; Goyne, Christopher; McDaniel, James; Rockwell, Robert; Kirik, Justin; Cutler, Andrew; Danehy, Paul

2015-01-01

A large-eddy simulation / Reynolds-averaged Navier-Stokes (LES/RANS) methodology is used to simulate premixed ethylene-air combustion in a model scramjet designed for dual mode operation and equipped with a cavity for flameholding. A 22-species reduced mechanism for ethylene-air combustion is employed, and the calculations are performed on a mesh containing 93 million cells. Fuel plumes injected at the isolator entrance are processed by the isolator shock train, yielding a premixed fuel-air mixture at an equivalence ratio of 0.42 at the cavity entrance plane. A premixed flame is anchored within the cavity and propagates toward the opposite wall. Near complete combustion of ethylene is obtained. The combustor is highly dynamic, exhibiting a large-scale oscillation in global heat release and mass flow rate with a period of about 2.8 ms. Maximum heat release occurs when the flame front reaches its most downstream extent, as the flame surface area is larger. Minimum heat release is associated with flame propagation toward the cavity and occurs through a reduction in core flow velocity that is correlated with an upstream movement of the shock train. Reasonable agreement between simulation results and available wall pressure, particle image velocimetry, and OH-PLIF data is obtained, but it is not yet clear whether the system-level oscillations seen in the calculations are actually present in the experiment.

Apparatus for the pulverization and burning of solid fuels

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sayler, W.H.; White, J.C.

1988-06-07

This patent describes an apparatus for pulverizing coarsely-divided, solid fuel, such as coal, and for feeding the pulverized fuel to a burner. It comprises an upstanding housing having side, bottom and top walls; an upstanding shaft axially mounted for rotation within the housing; means for rotating the shaft; a slinger having an annular opening therethrough concentric with and closely encircling the shaft; fan means secured to the shaft immediately below the top wall of the housing; air-turbulating means comprising a pair of spiders; air-inlet means in the housing below the slinger so that air will flow upwardly through the annularmore » opening as well as peripherally of the slinger, entraining fine solid fuel particles during passage through the housing interior for further pulverization by size attrition between the spiders; outlet means provided through the side of the housing adjacent to the fan means; and outlet means being adapted for connection with the burner; and solid fuel input mans leading into the housing and positioned to feed coarsely-divided solid fuel onto the slinger.« less

DOE Office of Scientific and Technical Information (OSTI.GOV)

Reed, R.D.

An apparatus is described for reducing hydrocarbon fuel requirements for haber ammonia synthesis by the supply of selected gases to the second reformer of such system, comprising a first cylindrical conduit, a second smaller coaxial cylinder inside of the first conduit, forming a first annular space therebetween, the downstream end of said second conduit closed, and a plurality of circumferentially-spaced orifices in the wall of said conduit upstream of the closed end. Means are provided to supply air at selected pressure p1, temperature and flow rate to the first annular space, means to supply at least methane at a pressuremore » p2 greater than p1, to said second conduit, so that the concentration of methane in the air will be less than the lower explosive limit, and means to shield the jets of gas from the orifices in the second conduit , as they flow radially outwardly across the annular space. Means are also provided for adding steam in selected ratio with the methane prior to flow into the second conduit, whereby air, methane and steam are mixed together prior to flow into the second haber reformer.« less

Comparative Performance of Engines Using a Carburetor, Manifold Injection, and Cylinder Injection

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Clark, J Denny

1939-01-01

The comparative performance was determined of engines using three methods of mixing the fuel and the air: the use of a carburetor, manifold injection, and cylinder injection. The tests were made of a single-cylinder engine with a Wright 1820-G air-cooled cylinder. Each method of mixing the fuel and the air was investigated over a range of fuel-air ratios from 0.10 to the limit of stable operation and at engine speeds of 1,500 and 1,900 r.p.m. The comparative performance with a fuel-air ratio of 0.08 was investigated for speeds from 1,300 to 1,900 r.p.m. The results show that the power obtained with each method closely followed the volumetric efficiency; the power was therefore the highest with cylinder injection because this method had less manifold restriction. The values of minimum specific fuel consumption obtained with each method of mixing of fuel and air were the same. For the same engine and cooling conditions, the cylinder temperatures are the same regardless of the method used for mixing the fuel and the air.

System and method for controlling an engine based on ammonia storage in multiple selective catalytic reduction catalysts

DOEpatents

Sun, MIn; Perry, Kevin L.

2015-11-20

A system according to the principles of the present disclosure includes a storage estimation module and an air/fuel ratio control module. The storage estimation module estimates a first amount of ammonia stored in a first selective catalytic reduction (SCR) catalyst and estimates a second amount of ammonia stored in a second SCR catalyst. The air/fuel ratio control module controls an air/fuel ratio of an engine based on the first amount, the second amount, and a temperature of a substrate disposed in the second SCR catalyst.

The Effect of Valve Cooling upon Maximum Permissible Engine Output as Limited by Knock

NASA Technical Reports Server (NTRS)

Munger, Maurice; Wilsted, H D; Mulcahy, B A

1942-01-01

A Wright GR-1820-G200 cylinder was tested over a wide range of fuel-air ratios at maximum permissible power output as limited by knock with three different degrees of valve cooling. The valves used were stock valves (solid inlet valve and hollow sodium-cooled exhaust valve), hollow valves with no coolant, and hollow valves with flowing water as a coolant. Curves showing the variation in maximum permissible values of inlet-air pressure, indicated mean effective pressure, cylinder charge, and indicated specific fuel consumption with change in fuel-air ratio and valve cooling are shown. The use of valves cooled by a stream of water passing through their hollow interiors permitted indicated mean effective pressures 10 percent higher than the mean effective pressures permissible with stock valves when the engine was operated with fuel-air ratios from 0.055 to 0.065. Operation of the engine with lean mixtures with uncooled hollow valves resulted in power output below the output obtained with the stock valves. The data show an increase in maximum permissible indicated mean effective pressure due to cooling the valves, which averages only 2.1 percent with fuel-air ratios from 0.075 to 0.105.

Method and apparatus for controlling fuel/air mixture in a lean burn engine

DOEpatents

Kubesh, John Thomas; Dodge, Lee Gene; Podnar, Daniel James

1998-04-07

The system for controlling the fuel/air mixture supplied to a lean burn engine when operating on natural gas, gasoline, hydrogen, alcohol, propane, butane, diesel or any other fuel as desired. As specific humidity of air supplied to the lean burn engine increases, the oxygen concentration of exhaust gas discharged by the engine for a given equivalence ratio will decrease. Closed loop fuel control systems typically attempt to maintain a constant exhaust gas oxygen concentration. Therefore, the decrease in the exhaust gas oxygen concentration resulting from increased specific humidity will often be improperly attributed to an excessive supply of fuel and the control system will incorrectly reduce the amount of fuel supplied to the engine. Also, the minimum fuel/air equivalence ratio for a lean burn engine to avoid misfiring will increase as specific humidity increases. A relative humidity sensor to allow the control system to provide a more enriched fuel/air mixture at high specific humidity levels. The level of specific humidity may be used to compensate an output signal from a universal exhaust gas oxygen sensor for changing oxygen concentrations at a desired equivalence ratio due to variation in specific humidity specific humidity. As a result, the control system will maintain the desired efficiency, low exhaust emissions and power level for the associated lean burn engine regardless of the specific humidity level of intake air supplied to the lean burn engine.

Investigation of the Behavior of Fuel in the Intake Manifold and its Relation to S. I. Engines, 1980-1983

NASA Astrophysics Data System (ADS)

Servati, Hamid Beyragh

A liquid fuel film formation on the walls of an intake manifold adversely affects the engine performance and alters the overall air/fuel ratio from that scheduled by a fuel injector or carburetor and leads to adverse effects in vehicle driveability, exhaust emissions, and fuel economy. In this dissertation, the intake manifold is simulated by a horizontal circular duct. A model is provided to predict the rate of deposition and evaporation of the droplets in the intake manifold. The liquid fuel flow rate into the cylinders, mean film velocity and film thickness are determined as functions of engine parameters for both steady and transient operating conditions of the engine. A mathematical engine model is presented to simulate the dynamic interactions of the various engine components such as the air/fuel inlet element, intake manifold, combustion, dynamics and exhaust emissions. Inputs of the engine model are the intake manifold pressure and temperature, throttle angle, and air/fuel ratio. The observed parameters are the histories of fuel film thickness and velocity, fuel consumption, engine speed, engine speed hesitation time, and histories of CO, CO(,2), NO(,x), CH(,n), and O(,2). The effects of different air/fuel ratio control strategies on engine performance and observed parameters are also shown.

Linear air-fuel sensor development

DOE Office of Scientific and Technical Information (OSTI.GOV)

Garzon, F.; Miller, C.

1996-12-14

The electrochemical zirconia solid electrolyte oxygen sensor, is extensively used for monitoring oxygen concentrations in various fields. They are currently utilized in automobiles to monitor the exhaust gas composition and control the air-to-fuel ratio, thus reducing harmful emission components and improving fuel economy. Zirconia oxygen sensors, are divided into two classes of devices: (1) potentiometric or logarithmic air/fuel sensors; and (2) amperometric or linear air/fuel sensors. The potentiometric sensors are ideally suited to monitor the air-to-fuel ratio close to the complete combustion stoichiometry; a value of about 14.8 to 1 parts by volume. This occurs because the oxygen concentration changesmore » by many orders of magnitude as the air/fuel ratio is varied through the stoichiometric value. However, the potentiometric sensor is not very sensitive to changes in oxygen partial pressure away from the stoichiometric point due to the logarithmic dependence of the output voltage signal on the oxygen partial pressure. It is often advantageous to operate gasoline power piston engines with excess combustion air; this improves fuel economy and reduces hydrocarbon emissions. To maintain stable combustion away from stoichiometry, and enable engines to operate in the excess oxygen (lean burn) region several limiting-current amperometric sensors have been reported. These sensors are based on the electrochemical oxygen ion pumping of a zirconia electrolyte. They typically show reproducible limiting current plateaus with an applied voltage caused by the gas diffusion overpotential at the cathode.« less

70. VIEW OF FUEL APRON FROM EAST SIDE OF LAUNCH ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

70. VIEW OF FUEL APRON FROM EAST SIDE OF LAUNCH PAD. ROCKET FUEL TANKS ON LEFT; GASEOUS NITROGEN AND HELIUM TANKS IN CENTER; AND A LARGE LIQUID NITROGEN TANK ON RIGHT. SKID 1 FOR GASEOUS NITROGEN TRANSFER AND SKID 5 FOR HELIUM TRANSFER IN THE CENTER RIGHT PORTION OF THE PHOTOGRAPH. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 East, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Monolithic fuel injector and related manufacturing method

DOEpatents

Ziminsky, Willy Steve [Greenville, SC; Johnson, Thomas Edward [Greenville, SC; Lacy, Benjamin [Greenville, SC; York, William David [Greenville, SC; Stevenson, Christian Xavier [Greenville, SC

2012-05-22

A monolithic fuel injection head for a fuel nozzle includes a substantially hollow vesicle body formed with an upstream end face, a downstream end face and a peripheral wall extending therebetween, an internal baffle plate extending radially outwardly from a downstream end of the bore, terminating short of the peripheral wall, thereby defining upstream and downstream fuel plenums in the vesicle body, in fluid communication by way of a radial gap between the baffle plate and the peripheral wall. A plurality of integral pre-mix tubes extend axially through the upstream and downstream fuel plenums in the vesicle body and through the baffle plate, with at least one fuel injection hole extending between each of the pre-mix tubes and the upstream fuel plenum, thereby enabling fuel in the upstream plenum to be injected into the plurality of pre-mix tubes. The fuel injection head is formed by direct metal laser sintering.

Development of an instantaneous local fuel-concentration measurement probe: an engine application

NASA Astrophysics Data System (ADS)

Guibert, P.; Boutar, Z.; Lemoyne, L.

2003-11-01

This work presents a new tool which can deliver instantaneous local measurements of fuel concentration in an engine cylinder with a high temporal resolution, particularly during compression strokes. Fuel concentration is represented by means of equivalence fuel-air ratio, i.e. the real engine mass ratio of fuel to air divided by the same ratio in ideal stoichiometry conditions. Controlling the mixture configuration for any strategy in a spark ignition engine and for auto-ignition combustion has a dominant effect on the subsequent processes of ignition, flame propagation and auto-ignition combustion progression, pollutant formation under lean or even stoichiometric operating conditions. It is extremely difficult, under a transient operation, to control the equivalence air/fuel ratio precisely at a required value and at the right time. This requires the development of a highly accurate equivalence air/fuel ratio control system and a tool to measure using crank angle (CA) resolution. Although non-intrusive laser techniques have considerable advantages, they are most of the time inappropriate due to their optical inaccessibility or the complex experimental set-up involved. Therefore, as a response to the demand for a relatively simple fuel-concentration measurement system a probe is presented that replaces a spark plug and allows the engine to run completely normally. The probe is based on hot-wire like apparatus, but involves catalytic oxidation at the wire surface. The development, characteristics and calibration of the probe are presented followed by applications to in-cylinder engine measurements.

Analytical evaluation of effect of equivalence ratio inlet-air temperature and combustion pressure on performance of several possible ram-jet fuels

NASA Technical Reports Server (NTRS)

Tower, Leonard K; Gammon, Benson E

1953-01-01

The results of an analytical investigation of the theoretical air specific impulse performance and adiabatic combustion temperatures of several possible ram-jet fuels over a range of equivalence ratios, inlet-air temperatures, and combustion pressures, is presented herein. The fuels include octane-1, 50-percent-magnesium slurry, boron, pentaborane, diborane, hydrogen, carbon, and aluminum. Thermal effects from high combustion temperatures were found to effect considerably the combustion performance of all the fuels. An increase in combustion pressure was beneficial to air specific impulse at high combustion temperatures. The use of these theoretical data in engine operation and in the evaluation of experimental data is described.

Computational Analysis of the Combustion Processes in an Axisymmetric, RBCC Flowpath

NASA Technical Reports Server (NTRS)

Steffen, Christopher J., Jr.; Yungster, Shaye

2001-01-01

Computational fluid dynamic simulations have been used to study the combustion processes within an axisymmetric, RBCC flowpath. Two distinct operating modes have been analyzed to date, including the independent ramjet stream (IRS) cycle and the supersonic combustion ramjet (scramJet) cycle. The IRS cycle investigation examined the influence of fuel-air ratio, fuel distribution, and rocket chamber pressure upon the combustion physics and thermal choke characteristics. Results indicate that adjustment of the amount and radial distribution of fuel can control the thermal choke point. The secondary massflow rate was very sensitive to the fuel-air ratio and the rocket chamber pressure. The scramjet investigation examined the influence of fuel-air ratio and fuel injection schedule upon combustion performance estimates. An analysis of the mesh-dependence of these calculations was presented. Jet penetration data was extracted from the three-dimensional simulations and compared favorably with experimental correlations of similar flows. Results indicate that combustion efficiency was very sensitive to the fuel schedule.

System and method for determining an ammonia generation rate in a three-way catalyst

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sun, Min; Perry, Kevin L; Kim, Chang H

A system according to the principles of the present disclosure includes a rate determination module, a storage level determination module, and an air/fuel ratio control module. The rate determination module determines an ammonia generation rate in a three-way catalyst based on a reaction efficiency and a reactant level. The storage level determination module determines an ammonia storage level in a selective catalytic reduction (SCR) catalyst positioned downstream from the three-way catalyst based on the ammonia generation rate. The air/fuel ratio control module controls an air/fuel ratio of an engine based on the ammonia storage level.

Afterburner performance of film-vaporizing V-gutters for inlet temperatures up to 1255 K

NASA Technical Reports Server (NTRS)

Branstetter, J. R.; Reck, G. M.

1973-01-01

Combustion tests of five variations of an integral, spray-bar - flameholder combination were conducted in a 0.49-m-diameter duct. Emphasis was on low levels of augmentation. Fuel impinged on guide plates, mixed with a controlled amount of inlet air, vaporized, and was guided into the V-gutter wake. Combustor length was 0.92 m. Good performance was demonstrated at fuel-air ratios less than 0.025 for inlet temperatures of 920 to 1255 K. Maximum combustion efficiency occured in the vicinity of fuel-air ratios of 0.02 and was 92 to 100 percent, depending on the inlet temperature. Lean blowout fuel-air ratios were in the vicinity of 0.005. Improvements in rich-limit blowout resulted from enlarging the guide-flow passageway areas. Other means of extending the operating range are suggested. A simplified afterburner concept for application to advanced engines is described.

A comparative study of emission motorcycle with gasoline and CNG fuel

NASA Astrophysics Data System (ADS)

Sasongko, M. N.; Wijayanti, W.; Rahardja, R. A.

2016-03-01

A comparison of the exhaust emissions of the engine running gasoline and Compressed Natural Gas have been performed in this study. A gasoline engine 4 stroke single-cylinder with volume of 124.8 cc and compression ratio of 9.3:1 was converted to a CNG gaseous engine. The fuel injector was replaced with a solenoid valve system for injecting CNG gas to engine. The concentrations of CO, CO2, O2 and HC in the exhaust gas of engine were measured over the range of fuel flow rate from 25.32 mg/s to 70.22 mg/s and wide range of Air Fuel Ratio. The comparative analysis of this study showed that CNG engine has a lower HC, CO2 and CO emission at the stoichiometry mixture of fuel and air combustion. The emissions increased when the Air-Fuel ratio was switched from the stoichiometry condition. Moreover, CNG engine produced a lower HC and CO emission compared to the gasoline for difference air flow rate. The average of HC and CO emissions of the CNG was 92 % and 78 % lower than that of the gasoline

Special Course on Three-Dimensional Supersonic/Hypersonic Flows Including Separation

DTIC Science & Technology

1990-01-01

STAGE, AIRBREATHING VEHICLE. ALSO SHOWN ON THE FIGURE ARE TWO DATA POINTS FOR THE ACCELERATION OF THE X-15. THE X-15 WAS PROPELLED BY AIR NH3 - 02 ROCKET...FUEL IS INJECTED PARALLEL TO THE FLOW FROM THE BASE OF THE STRUTS AND MIXES AND REACTS SLOWLY WITH THE AIR . AS THE SPEED IS INCREASED, FUEL IS ALSO...INJECTED FROM THE SIDES OF THE STRUTS TO ACHIEVE MORE RAPID MIXING. AT THE HIGHEST SPEEDS, IT IS DESIRABLE TO HAVE THE FUEL AND AIR MIX AND REACT AS

Simulated Altitude Investigation of Stewart-Warner Model 906-B Combustion Heater

NASA Technical Reports Server (NTRS)

Ebersbach, Frederick R.; Cervenka, Adolph J.

1947-01-01

An investigation has been conducted to determine thermal and pressure-drop performance and the operational characteristics of a Stewart-Warner model 906-B combustion heater. The performance tests covered a range of ventilating-air flows from 500 to 3185 pounds per hour, combustion-air pressure drops from 5 to 35 inches of water, and pressure altitudes from sea level to 41,000 feet. The operational characteristics investigated were the combustion-air flows for sustained combustion and for consistent ignition covering fuel-air ratios ranging from 0.033 to 0.10 and pressure altitudes from sea level to 45,000 feet. Rated heat output of 50,000 Btu per hour was obtained at pressure altitudes up to 27,000 feet for ventilating-air flows greater than 800 pounds per hour; rated output was not obtained at ventilating-air flow below 800 pounds per hour at any altitude. The maximum heater efficiency was found to be 60.7 percent at a fuel-air ratio of 0.050, a sea-level pressure altitude, a ventilating-air temperature of 0 F, combustion-air temperature of 14 F, a ventilating-air flow of 690 pounds per hour, and a combustion-air flow of 72.7 pounds per hour. The minimum combustion-air flow for sustained combustion at a pressure altitude of 25,000 feet was about 9 pounds per hour for fuel-air ratios between 0.037 and 0.099 and at a pressure altitude of 45,000 feet increased to 18 pounds per hour at a fuel-air ratio of 0.099 and 55 pounds per hour at a fuel-air ratio of 0.036. Combustion could be sustained at combustion-air flows above values of practical interest. The maximum flow was limited, however, by excessively high exhaust-gas temperature or high pressure drop. Both maximum and minimum combustion-air flows for consistent ignition decrease with increasing pressure altitude and the two curves intersect at a pressure altitude of approximately 25,000 feet and a combustion-air flow of approximately 28 pounds per hour.

40 CFR 86.000-9 - Emission standards for 2000 and later model year light-duty trucks.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled Heavy-Duty Vehicles § 86... leanest air to fuel mixture required to obtain maximum torque (lean best torque), plus a tolerance of six... fuel ratio shall not be richer at any time than the leanest air to fuel mixture required to obtain...

40 CFR 86.000-9 - Emission standards for 2000 and later model year light-duty trucks.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Fueled, Natural Gas-Fueled, Liquefied Petroleum Gas-Fueled and Methanol-Fueled Heavy-Duty Vehicles § 86... leanest air to fuel mixture required to obtain maximum torque (lean best torque), plus a tolerance of six... fuel ratio shall not be richer at any time than the leanest air to fuel mixture required to obtain...

ENVIRONMENTAL TECHNOLOGY VERIFICATION REPORT, MIRATECH CORPORATIONM GECO 3001 AIR/FUEL RATIO CONTROLLER

EPA Science Inventory

Details on the verification test design, measurement test procedures, and Quality assurance/Quality Control (QA/QC) procedures can be found in the test plan titled Testing and Quality Assurance Plan, MIRATECH Corporation GECO 3100 Air/Fuel Ratio Controller (SRI 2001). It can be d...

Quantitative Infrared Image Analysis Of Thermally-Thin Cellulose Surface Temperatures During Upstream and Downstream Microgravity Flame Spread from A Central Ignition Line

NASA Technical Reports Server (NTRS)

Olson, Sandra L.; Lee, J. R.; Fujita, O.; Kikuchi, M.; Kashiwagi, T.

2012-01-01

Surface view calibrated infrared images of ignition and flame spread over a thin cellulose fuel were obtained at 30 Hz during microgravity flame spread tests in the 10 second Japan Microgravity Center (JAMIC). The tests also used a color video of the surface view and color images of the edge view using 35 millimeter 1600 Kodak Ektapress film at 2 Hz. The cellulose fuel samples (50% long fibers from lumi pine and 50% short fibers from birch) were made with an area density of 60 grams per square meters. The samples were mounted in the center of a 12 centimeter wide by 16 centimeter tall flow duct that uses a downstream fan to draw the air through the flow duct. Samples were ignited after the experiment package was released using a straight hot wire across the center of the 7.5 centimeter wide by 14 centimeter long samples. One case, at 1 atmosphere 35%O2 in N2, at a forced flow of 10 centimeters per second, is presented here. In this case, as the test progresses, the single flame begins to separate into simultaneous upstream and downstream flames. Surface temperature profiles are evaluated as a function of time, and temperature gradients for upstream and downstream flame spread are measured. Flame spread rates from IR image data are compared to visible image spread rate data. IR blackbody temperatures are compared to surface thermocouple readings to evaluate the effective emissivity of the pyrolyzing surface. Preheat lengths are evaluated both upstream and downstream of the central ignition point. A surface energy balance estimates the net heat flux from the flame to the fuel surface along the length of the fuel.

Explosion characteristics of LPG-air mixtures in closed vessels.

PubMed

Razus, Domnina; Brinzea, Venera; Mitu, Maria; Oancea, D

2009-06-15

The experimental study of explosive combustion of LPG (liquefied petroleum gas)-air mixtures at ambient initial temperature was performed in two closed vessels with central ignition, at various total initial pressures within 0.3-1.3bar and various fuel/air ratios, within the flammability limits. The transient pressure-time records were used to determine several explosion characteristics of LPG-air: the peak explosion pressure, the explosion time (the time necessary to reach the peak pressure), the maximum rate of pressure rise and the severity factor. All explosion parameters are strongly dependent on initial pressure of fuel-air mixture and on fuel/air ratio. The explosion characteristics of LPG-air mixtures are discussed in comparison with data referring to the main components of LPG: propane and butane, obtained in identical conditions.

Combustion characteristics of gas turbine alternative fuels

NASA Technical Reports Server (NTRS)

Rollbuhler, R. James

1987-01-01

An experimental investigation was conducted to obtain combustion performance values for specific heavyend, synthetic hydrocarbon fuels. A flame tube combustor modified to duplicate an advanced gas turbine engine combustor was used for the tests. Each fuel was tested at steady-state operating conditions over a range of mass flow rates, fuel-to-air mass ratio, and inlet air temperatures. The combustion pressure, as well as the hardware, were kept nearly constant over the program test phase. Test results were obtained in regards to geometric temperature pattern factors as a function of combustor wall temperatures, the combustion gas temperature, and the combustion emissions, both as affected by the mass flow rate and fuel-to-air ratio. The synthetic fuels were reacted in the combustor such that for most tests their performance was as good, if not better, than the baseline gasoline or diesel fuel tests. The only detrimental effects were that at high inlet air temperature conditions, fuel decomposition occurred in the fuel atomizing nozzle passages resulting in blockage. And the nitrogen oxide emissions were above EPA limits at low flow rate and high operating temperature conditions.

Study on effect of mixing mechanism by the transverse gaseous injection flow in scramjet engine with variable parameters

NASA Astrophysics Data System (ADS)

Yadav, Siddhita; Pandey, K. M.

2018-04-01

In scramjet engine the mixing mechanism of fuel and atmospheric air is very complicated, because the fuel have time in milliseconds for mixing with atmospheric air in combustion chamber having supersonic speed. Mixing efficiency of fuel and atmospheric air depends on mainly these parameters: Aspect ratio of injector, vibration amplitude, shock type, number of injector, jet to transverse flow momentum flux ratio, injector geometry, injection angle, molecular weight, incoming air stream angle, jet to transverse flow pressure ratio, spacing variation, mass flow rate of fuel etc. here is a very brief study of these parameters from previously done research on these parameters for the improvement of mixing efficiency. The mixing process have the significant role for the working of engine, and mixing between the atmospheric air and the jet fuel is significant factor for improving the overall thrust of the engine. The results obtained by study of papers are obtained by the 3D-Reynolds Average-Nervier-Stokes(RANS) equations along with the 2-equation k-ω shear-stress-transport (SST) turbulence model. Engine having multi air jets have 60% more mixing efficiency than single air jet, thus if the jets are increased, the mixing efficiency of engine can also be increased up to 150% by changing jet from 1 to 16. When using delta shape of injector the mixing efficiency is inversely proportional to the pressure ratio. When the fuel is injected inside the combustor from the top and bottom walls of the engine efficiency of mixing in reacting zone is higher than the single wall injection and in comparison to parallel flow, the transverse type flow is better as the atmospheric air jet can penetrate smoothly in the fuel jets and mixes well in less time. Hence this study of parameters and their effects on mixing can enhance the efficiency of mixing in engine.

40 CFR 1048.110 - How must my engines diagnose malfunctions?

Code of Federal Regulations, 2013 CFR

2013-07-01

... control of air-fuel ratios: (a) Equip your engines with a diagnostic system. Starting in the 2007 model... malfunction whenever the air-fuel ratio does not cross stoichiometry for one minute of intended closed-loop operation. You may use other diagnostic strategies if we approve them in advance. (2) If the protocol...

40 CFR 1048.110 - How must my engines diagnose malfunctions?

Code of Federal Regulations, 2012 CFR

2012-07-01

... control of air-fuel ratios: (a) Equip your engines with a diagnostic system. Starting in the 2007 model... malfunction whenever the air-fuel ratio does not cross stoichiometry for one minute of intended closed-loop operation. You may use other diagnostic strategies if we approve them in advance. (2) If the protocol...

40 CFR 1048.110 - How must my engines diagnose malfunctions?

Code of Federal Regulations, 2014 CFR

2014-07-01

... control of air-fuel ratios: (a) Equip your engines with a diagnostic system. Starting in the 2007 model... malfunction whenever the air-fuel ratio does not cross stoichiometry for one minute of intended closed-loop operation. You may use other diagnostic strategies if we approve them in advance. (2) If the protocol...

Effect of Spray Cone Angle on Flame Stability in an Annular Gas Turbine Combustor

NASA Astrophysics Data System (ADS)

Mishra, R. K.; Kumar, S. Kishore; Chandel, Sunil

2016-04-01

Effect of fuel spray cone angle in an aerogas turbine combustor has been studied using computational fluid dynamics (CFD) and full-scale combustor testing. For CFD analysis, a 22.5° sector of an annular combustor is modeled and the governing equations are solved using the eddy dissipation combustion model in ANSYS CFX computational package. The analysis has been carried out at 125 kPa and 303 K inlet conditions for spray cone angles from 60° to 140°. The lean blowout limits are established by studying the behavior of combustion zone during transient engine operation from an initial steady-state condition. The computational study has been followed by testing the practical full-scale annular combustor in an aerothermal test facility. The experimental result is in a good agreement with the computational predictions. The lean blowout fuel-air ratio increases as the spray cone angle is decreased at constant operating pressure and temperature. At higher spray cone angle, the flame and high-temperature zone moves upstream close to atomizer face and a uniform flame is sustained over a wide region causing better flame stability.

Large eddy simulation of soot evolution in an aircraft combustor

NASA Astrophysics Data System (ADS)

Mueller, Michael E.; Pitsch, Heinz

2013-11-01

An integrated kinetics-based Large Eddy Simulation (LES) approach for soot evolution in turbulent reacting flows is applied to the simulation of a Pratt & Whitney aircraft gas turbine combustor, and the results are analyzed to provide insights into the complex interactions of the hydrodynamics, mixing, chemistry, and soot. The integrated approach includes detailed models for soot, combustion, and the unresolved interactions between soot, chemistry, and turbulence. The soot model is based on the Hybrid Method of Moments and detailed descriptions of soot aggregates and the various physical and chemical processes governing their evolution. The detailed kinetics of jet fuel oxidation and soot precursor formation is described with the Radiation Flamelet/Progress Variable model, which has been modified to account for the removal of soot precursors from the gas-phase. The unclosed filtered quantities in the soot and combustion models, such as source terms, are closed with a novel presumed subfilter PDF approach that accounts for the high subfilter spatial intermittency of soot. For the combustor simulation, the integrated approach is combined with a Lagrangian parcel method for the liquid spray and state-of-the-art unstructured LES technology for complex geometries. Two overall fuel-to-air ratios are simulated to evaluate the ability of the model to make not only absolute predictions but also quantitative predictions of trends. The Pratt & Whitney combustor is a Rich-Quench-Lean combustor in which combustion first occurs in a fuel-rich primary zone characterized by a large recirculation zone. Dilution air is then added downstream of the recirculation zone, and combustion continues in a fuel-lean secondary zone. The simulations show that large quantities of soot are formed in the fuel-rich recirculation zone, and, furthermore, the overall fuel-to-air ratio dictates both the dominant soot growth process and the location of maximum soot volume fraction. At the higher fuel-to-air ratio, the maximum soot volume fraction is found inside the recirculation zone; at the lower fuel-to-air ratio, turbulent fluctuations in the mixture fraction promote the oxidation of soot inside the recirculation zone and suppress the accumulation of a large soot volume fraction. Downstream, soot exits the combustor in intermittent fuel-rich pockets that are not mixed during the injection of dilution air and subsequent secondary fuel-lean combustion. At the higher fuel-to-air ratio, the frequency of these fuel-rich pockets is increased, leading to higher soot emissions from the combustor. Quantitatively, the soot emissions from the combustor are overpredicted by about 50%, which is a substantial improvement over previous works utilizing RANS to predict such emissions. In addition, the ratio between the two fuel-to-air ratios predicted by LES compares very favorably with the experimental measurements. Furthermore, soot growth is dominated by an acetylene-based pathway rather than an aromatic-based pathway, which is usually the dominant mechanism in nonpremixed flames. This finding is the result of the interactions between the hydrodynamics, mixing, chemistry, and soot in the recirculation zone and the resulting residence times of soot at various mixture fractions (compositions), which are not the same in this complex recirculating flow as in nonpremixed jet flames.

Internal baffling for fuel injector

DOEpatents

Johnson, Thomas Edward; Lacy, Benjamin; Stevenson, Christian

2014-08-05

A fuel injector includes a fuel delivery tube; a plurality of pre-mixing tubes, each pre-mixing tube comprising at least one fuel injection hole; an upstream tube support plate that supports upstream ends of the plurality of pre-mixing tubes; a downstream tube support plate that supports downstream ends of the plurality of pre-mixing tubes; an outer wall connecting the upstream tube support plate and the downstream tube support plate and defining a plenum therewith; and a baffle provided in the plenum. The baffle includes a radial portion. A fuel delivered in the upstream direction by the fuel delivery tube is directed radially outwardly in the plenum between the radial portion of the baffle and the downstream tube support plate, then in the downstream direction around an outer edge portion of the radial portion, and then radially inwardly between the radial portion and the upstream tube support plate.

Chemical Looping Autothermal Reforming at a 120 kW Pilot Rig

NASA Astrophysics Data System (ADS)

Bofhàr-Nordenkampf, Johannes; Pröll, Tobias; Kolbitsch, Philipp; Hofbauer, Hermann

Chemical looping with selective oxygen transport allows two step combustion or autothermal reforming without mixing of fuel and air. The reactor system consists of two reactors, an air reactor and a fuel reactor with a suitable oxygen carrier that transports the necessary oxygen for operation. In the present study, a highly active nickel based oxygen carrier is tested in a novel dual circulating fluidized bed (DCFB) system at a scale of 120 kW fuel power. The mean particle size of the oxygen carrier is 120 μm and the pilot rig is fueled with natural gas. For the investigated oxygen carrier high CH4 conversion is achieved. Air/fuel ratio is varied at three different fuel reactor temperatures. For chemical looping reforming one can observe synthesis gas composition close to thermodynamic equilibrium. In spite of the fact that no additional steam has been added to the fuel besides the one present through steam fluidization of the loop seals, coke formation does not occur at global stoichiometric air/fuel ratios above 0.46.

Minimum Specific Fuel Consumption of a Liquid-Cooled Multicylinder Aircraft Engine as Affected by Compression Ratio and Engine Operating Conditions

NASA Technical Reports Server (NTRS)

Brun, Rinaldo J.; Feder, Melvin S.; Harries, Myron L.

1947-01-01

An investigation was conducted on a 12-cylinder V-type liquid-cooled aircraft engine of 1710-cubic-inch displacement to determine the minimum specific fuel consumption at constant cruising engine speed and compression ratios of 6.65, 7.93, and 9.68. At each compression ratio, the effect.of the following variables was investigated at manifold pressures of 28, 34, 40, and 50 inches of mercury absolute: temperature of the inlet-air to the auxiliary-stage supercharger, fuel-air ratio, and spark advance. Standard sea-level atmospheric pressure was maintained at the auxiliary-stage supercharger inlet and the exhaust pressure was atmospheric. Advancing the spark timing from 34 deg and 28 deg B.T.C. (exhaust and intake, respectively) to 42 deg and 36 deg B.T.C. at a compression ratio of 6.65 resulted in a decrease of approximately 3 percent in brake specific fuel consumption. Further decreases in brake specific fuel consumption of 10.5 to 14.1 percent (depending on power level) were observed as the compression ratio was increased from 6.65 to 9.68, maintaining at each compression ratio the spark advance required for maximum torque at a fuel-air ratio of 0.06. This increase in compression ratio with a power output of 0.585 horsepower per cubic inch required a change from . a fuel- lend of 6-percent triptane with 94-percent 68--R fuel at a compression ratio of 6.65 to a fuel blend of 58-percent, triptane with 42-percent 28-R fuel at a compression ratio of 9.68 to provide for knock-free engine operation. As an aid in the evaluation of engine mechanical endurance, peak cylinder pressures were measured on a single-cylinder engine at several operating conditions. Peak cylinder pressures of 1900 pounds per square inch can be expected at a compression ratio of 9.68 and an indicated mean effective pressure of 320 pounds per square inch. The engine durability was considerably reduced at these conditions.

Unilateral pleural effusion in an animal model: evaluation of lung function with EBCT

NASA Astrophysics Data System (ADS)

Recheis, Wolfgang A.; Pallwein, Leo; Soegner, Peter; Faschingbauer, Ralph; Schmidbauer, Georg; Kleinsasser, Axel; Loeckinger, Alexander; Hoermann, Christoph; zur Nedden, Dieter

2003-05-01

The purpsoe was to evaluate the influence of a right-sided pleural effusion on the lung aeration dynamics in the respiratory cycle during pressure controlled ventilation. Pleural effusion was simulated by infusion of 3% gelatin into the pleural cavity in steps of 300ml totaling 1200ml in four anesthetized pigs. After each step, volume scans and respirator gated 50ms scans at a constant table position (carina niveau) were taken. The dynamic changes of the previously defined air-tissue ratios (in steps of 100HU) were evaluated in three separate regions of left and right lung: a ventral, an intermediate and a dorsal area. The affected side revealed dramatic alveolar collapse. There was a shift of the lung density to higher air-tissue ratios (+200HU) but showing the same air-tissue ratio dynamics. A slight lateral shift of 32mm (+/-14mm) the mediastinum was measured. The unaffected side showed no increase in the air-tissue ratios caused by hyperinflation but an increase of density due to mediastinal shift. Air-tissue ratio dynamics remained unchanged on the unaffected side compared to baseline measurements. We visualized the ventilation mismatch caused by pleural effusion. The contra-lateral lung is not affected by unilateral pleural effusion. Pressure controlled ventilation prevents hyper-inflation of non-dependent lung areas.

Gas turbine engine combustor can with trapped vortex cavity

DOEpatents

Burrus, David Louis; Joshi, Narendra Digamber; Haynes, Joel Meier; Feitelberg, Alan S.

2005-10-04

A gas turbine engine combustor can downstream of a pre-mixer has a pre-mixer flowpath therein and circumferentially spaced apart swirling vanes disposed across the pre-mixer flowpath. A primary fuel injector is positioned for injecting fuel into the pre-mixer flowpath. A combustion chamber surrounded by an annular combustor liner disposed in supply flow communication with the pre-mixer. An annular trapped dual vortex cavity located at an upstream end of the combustor liner is defined between an annular aft wall, an annular forward wall, and a circular radially outer wall formed therebetween. A cavity opening at a radially inner end of the cavity is spaced apart from the radially outer wall. Air injection first holes are disposed through the forward wall and air injection second holes are disposed through the aft wall. Fuel injection holes are disposed through at least one of the forward and aft walls.

40 CFR 1065.280 - Paramagnetic and magnetopneumatic O2 detection analyzers.

Code of Federal Regulations, 2013 CFR

2013-07-01

... (CONTINUED) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Measurement Instruments O2 Measurements § 1065... diluted exhaust for batch or continuous sampling. You may use O2 measurements with intake air or fuel flow.... 15, 2011] Air-to-Fuel Ratio Measurements ...

40 CFR 1065.280 - Paramagnetic and magnetopneumatic O2 detection analyzers.

Code of Federal Regulations, 2012 CFR

2012-07-01

... (CONTINUED) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Measurement Instruments O2 Measurements § 1065... diluted exhaust for batch or continuous sampling. You may use O2 measurements with intake air or fuel flow.... 15, 2011] Air-to-Fuel Ratio Measurements ...

Coaxial twin-fluid atomization with pattern air gas streams

NASA Astrophysics Data System (ADS)

Hei Ng, Chin; Aliseda, Alberto

2010-11-01

Coaxial twin-fluid atomization has numerous industrial applications, most notably fuel injection and spray coating. In the coating process of pharmaceutical tablets, the coaxial atomizing air stream is accompanied by two diametrically opposed side jets that impinge on the liquid/gas coaxial jets at an angle to produce an elliptical shape of the spray's cross section. Our study focuses on the influence of these side jets on the break up process and on the droplet velocity and diameter distribution along the cross section. The ultimate goal is to predict the size distribution and volume flux per unit area in the spray. With this predictive model, an optimal atomizing air/pattern air ratio can be found to achieve the desired coating result. This model is also crucial in scaling up the laboratory setup to production level. We have performed experiments with different atomized liquids, such as water and glycerine-water mixtures, that allow us to establish the effect of liquid viscosity, through the Ohnesorge number, in the spray characteristics. The gas Reynolds number of our experiments ranges from 9000 to 18000 and the Weber number ranges from 400 to 1600. We will present the effect of pattern air in terms of the resulting droplets size, droplet number density and velocity at various distances downstream of the nozzle where the effect of pattern air is significant.

Free-piston engine

DOEpatents

Van Blarigan, Peter

2001-01-01

A combustion system which can utilize high compression ratios, short burn durations, and homogeneous fuel/air mixtures in conjunction with low equivalence ratios. In particular, a free-piston, two-stroke autoignition internal combustion engine including an electrical generator having a linear alternator with a double-ended free piston that oscillates inside a closed cylinder is provided. Fuel and air are introduced in a two-stroke cycle fashion on each end, where the cylinder charge is compressed to the point of autoignition without spark plugs. The piston is driven in an oscillating motion as combustion occurs successively on each end. This leads to rapid combustion at almost constant volume for any fuel/air equivalence ratio mixture at very high compression ratios. The engine is characterized by high thermal efficiency and low NO.sub.x emissions. The engine is particularly suited for generating electrical current in a hybrid automobile.

Oxidation Behavior of Ferritic Stainless Steels under SOFC Interconnect Exposure Conditions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yang, Zhenguo; Walker, Matthew S.; Singh, Prabhakar

The oxidation of ferritic stainless steels has been studied under solid oxide fuel cell (SOFC) interconnect “dual” exposure conditions, i.e. simultaneous exposure to air on one side of the sample, and moist hydrogen on the other side. This paper focuses on the oxidation behavior of ferritic stainless steels during the isothermal oxidation in the dual environments. It was found that scales grown on the air side under these dual exposure conditions can be significantly different from scales grown on samples exposed to air on both sides. In contrast, no substantial difference was observed between the scales grown on the fuelmore » side of the dual atmosphere samples and scales grown on samples exposed to moist hydrogen on both sides. AISI430, with 17% Cr, suffered localized attack via formation of Fe2O3 hematite-rich nodules on the air side of dual exposure samples, while the spinel top layer of the air side scale of Crofer22 APU (23% Cr) was enriched in iron. For E-brite, with the highest Cr content (27%), no unusual phases were found in the scale on the air side, but it was noticed the air side scale was less dense and appeared to be more prone to defects than the scale grown in air only. The anomalous oxidation behavior of ferritic stainless steels on the air side of dual exposure specimens is related to the transport of hydrogen through the steel and its subsequent presence in the air side scale.« less

11. Interior view, east side of power plant, close of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. Interior view, east side of power plant, close of up fuel tanks, looking northeast - Naval Air Station Fallon, Power Plant, 800 Complex, off Carson Road near intersection of Pasture & Berney Roads, Fallon, Churchill County, NV

Idle efficiency and pollution results for two-row swirl-can combustors having 72 modules

NASA Technical Reports Server (NTRS)

Biaglow, J. A.; Trout, A. M.

1975-01-01

Two 72-swirl-can-module combustors were investigated in a full annular combustor test facility at engine idle conditions typical of a 30:1 pressure-ratio engine. The effects of radial and circumferential fuel scheduling on combustion efficiency and gaseous pollutants levels were determined. Test conditions were inlet-air temperature, 452 K; inlet total pressure, 34.45 newtons per square centimeter; and reference velocity, 19.5 meters per second. A maximum combustion efficiency of 98.1 percent was achieved by radial scheduling of fuel to the inner row of swirl-can modules. Emission index values were 6.9 for unburned hydrocarbons and 50.6 for carbon monoxide at a fuel-air ratio of 0.0119. Circumferential fuel scheduling of two 90 degree sectors of the swirl-can arrays produced a maximum combustion efficiency of 97.3 percent. The emission index values were 12.0 for unburned hydrocarbons and 69.2 for carbon monoxide at a fuel-air ratio of 0.0130.

Gas separation process using membranes with permeate sweep to remove CO.sub.2 from gaseous fuel combustion exhaust

DOEpatents

Wijmans, Johannes G [Menlo Park, CA; Merkel, Timothy C [Menlo Park, CA; Baker, Richard W [Palo Alto, CA

2012-05-15

A gas separation process for treating exhaust gases from the combustion of gaseous fuels, and gaseous fuel combustion processes including such gas separation. The invention involves routing a first portion of the exhaust stream to a carbon dioxide capture step, while simultaneously flowing a second portion of the exhaust gas stream across the feed side of a membrane, flowing a sweep gas stream, usually air, across the permeate side, then passing the permeate/sweep gas back to the combustor.

Compressor discharge bleed air circuit in gas turbine plants and related method

DOEpatents

Anand, Ashok Kumar; Berrahou, Philip Fadhel; Jandrisevits, Michael

2002-01-01

A gas turbine system that includes a compressor, a turbine component and a load, wherein fuel and compressor discharge bleed air are supplied to a combustor and gaseous products of combustion are introduced into the turbine component and subsequently exhausted to atmosphere. A compressor discharge bleed air circuit removes bleed air from the compressor and supplies one portion of the bleed air to the combustor and another portion of the compressor discharge bleed air to an exhaust stack of the turbine component in a single cycle system, or to a heat recovery steam generator in a combined cycle system. In both systems, the bleed air diverted from the combustor may be expanded in an air expander to reduce pressure upstream of the exhaust stack or heat recovery steam generator.

Compressor discharge bleed air circuit in gas turbine plants and related method

DOEpatents

Anand, Ashok Kumar [Niskayuna, NY; Berrahou, Philip Fadhel [Latham, NY; Jandrisevits, Michael [Clifton Park, NY

2003-04-08

A gas turbine system that includes a compressor, a turbine component and a load, wherein fuel and compressor discharge bleed air are supplied to a combustor and gaseous products of combustion are introduced into the turbine component and subsequently exhausted to atmosphere. A compressor discharge bleed air circuit removes bleed air from the compressor and supplies one portion of the bleed air to the combustor and another portion of the compressor discharge bleed air to an exhaust stack of the turbine component in a single cycle system, or to a heat recovery steam generator in a combined cycle system. In both systems, the bleed air diverted from the combustor may be expanded in an air expander to reduce pressure upstream of the exhaust stack or heat recovery steam generator.

Apparatus for real-time airborne particulate radionuclide collection and analysis

DOEpatents

Smart, John E.; Perkins, Richard W.

2001-01-01

An improved apparatus for collecting and analyzing an airborne particulate radionuclide having a filter mounted in a housing, the housing having an air inlet upstream of the filter and an air outlet downstream of the filter, wherein an air stream flows therethrough. The air inlet receives the air stream, the filter collects the airborne particulate radionuclide and permits a filtered air stream to pass through the air outlet. The improvement which permits real time counting is a gamma detecting germanium diode mounted downstream of the filter in the filtered air stream. The gamma detecting germanium diode is spaced apart from a downstream side of the filter a minimum distance for a substantially maximum counting detection while permitting substantially free air flow through the filter and uniform particulate radionuclide deposition on the filter.

Summary report on effects at temperature, humidity, and fuel-air ratio on two air-cooled light aircraft engines

NASA Technical Reports Server (NTRS)

Kempke, E. E., Jr.

1976-01-01

Five different engine models were tested to experimentally characterize emissions and to determine the effects of variation in fuel-air ratio and spark timing on emissions levels and other operating characteristics such as cooling, misfiring, roughness, power acceleration, etc. The results are given of two NASA reports covering the Avco Lycoming 0-320-D engine testing and the recently obtained results on the Teledyne Continental TSIO-360-C engine.

Numerical and experimental investigation of the effect of geometry on combustion characteristics of solid-fuel ramjet

NASA Astrophysics Data System (ADS)

Gong, Lunkun; Chen, Xiong; Musa, Omer; Yang, Haitao; Zhou, Changsheng

2017-12-01

Numerical and experimental investigation on the solid-fuel ramjet was carried out to study the effect of geometry on combustion characteristics. The two-dimensional axisymmetric program developed in the present study adopted finite rate chemistry and second-order moment turbulence-chemistry models, together with k-ω shear stress transport (SST) turbulence model. Experimental data were obtained by burning cylindrical polyethylene using a connected pipe facility. The simulation results show that a fuel-rich zone near the solid fuel surface and an air-rich zone in the core exist in the chamber, and the chemical reactions occur mainly in the interface of this two regions; The physical reasons for the effect of geometry on regression rate is the variation of turbulent viscosity due to the geometry change. Port-to-inlet diameter ratio is the main parameter influencing the turbulent viscosity, and a linear relationship between port-to-inlet diameter and regression rate were obtained. The air mass flow rate and air-fuel ratio are the main influencing factors on ramjet performances. Based on the simulation results, the correlations between geometry and air-fuel ratio were obtained, and the effect of geometry on ramjet performances was analyzed according to the correlation. Three-dimensional regression rate contour obtained experimentally indicates that the regression rate which shows axisymmetric distribution due to the symmetry structure increases sharply, followed by slow decrease in axial direction. The radiation heat transfer in recirculation zone cannot be ignored. Compared with the experimental results, the deviations of calculated average regression rate and characteristic velocity are about 5%. Concerning the effect of geometry on air-fuel ratio, the deviations between experimental and theoretical results are less than 10%.

Laser Raman Diagnostics in Subsonic and Supersonic Turbulent Jet Diffusion Flames.

NASA Astrophysics Data System (ADS)

Cheng, Tsarng-Sheng

1991-02-01

UV spontaneous vibrational Raman scattering combined with laser-induced predissociative fluorescence (LIPF) is developed for temperature and multi-species concentration measurements. For the first time, simultaneous measurements of temperature, major species (H_2, O_2, N_2, H_2O), and minor species (OH) concentrations are made with a "single" narrowband KrF excimer laser in subsonic and supersonic lifted turbulent hydrogen-air diffusion flames. The UV Raman system is calibrated with a flat -flame diffusion burner operated at several known equivalence ratios from fuel-lean to fuel-rich. Temperature measurements made by the ratio of Stokes/anti-Stokes signal and by the ideal gas law are compared. Single-shot uncertainties for temperature and concentration measurements are analyzed with photon statistics. Calibration constants and bandwidth factors are used in the data reduction program to arrive at temperature and species concentration measurements. UV Raman measurements in the subsonic lifted turbulent diffusion flame indicate that fuel and oxidizer are in rich, premixed, and unignited conditions in the center core of the lifted flame base. The unignited mixtures are due to rapid turbulent mixing that affects chemical reaction. Combustion occurs in an intermittent annular turbulent flame brush with strong finite-rate chemistry effects. The OH radical exists in sub-equilibrium and super-equilibrium concentrations. Major species and temperature are found with non-equilibrium values. Further downstream the super-equilibrium OH radicals decay toward equilibrium through slow three-body recombination reactions. In the supersonic lifted flame, a little reaction occurs upstream of the flame base, due to shock wave interactions and mixing with hot vitiated air. The strong turbulent mixing and total enthalpy fluctuations lead to temperature, major, and minor species concentrations with non-equilibrium values. Combustion occurs farther downstream of the lifted region. Slow three-body recombination reactions result in super-equilibrium OH concentrations that depress temperature below the equilibrium values. Near the equilibrium region, ambient air entrainment contaminates flame properties. These simultaneous measurements of temperature and multi-species concentrations allow a better understanding of the complex turbulence-chemistry interactions and provide information for the input and validation of CFD models.

A parametric study of the microwave plasma-assisted combustion of premixed ethylene/air mixtures

NASA Astrophysics Data System (ADS)

Fuh, Che A.; Wu, Wei; Wang, Chuji

2017-11-01

A parametric study of microwave argon plasma assisted combustion (PAC) of premixed ethylene/air mixtures was carried out using visual imaging, optical emission spectroscopy and cavity ringdown spectroscopy as diagnostic tools. The parameters investigated included the plasma feed gas flow rate, the plasma power, the fuel equivalence ratio and the total flow rate of the fuel/air mixture. The combustion enhancement effects were characterized by the minimum ignition power, the flame length and the fuel efficiency of the combustor. It was found that: (1) increasing the plasma feed gas flow rate resulted in a decrease in the flame length, an increase in the minimum ignition power for near stoichiometric fuel equivalence ratios and a corresponding decrease in the minimum ignition power for ultra-lean and rich fuel equivalence ratios; (2) at a constant plasma power, increasing the total flow rate of the ethylene/air mixture from 1.0 slm to 1.5 slm resulted in an increase in the flame length and a reduction in the fuel efficiency; (3) increasing the plasma power resulted in a slight increase in flame length as well as improved fuel efficiency with fewer C2(d) and CH(A) radicals present downstream of the flame; (4) increasing the fuel equivalence ratio caused an increase in flame length but at a reduced fuel efficiency when plasma power was kept constant; and (5) the ground state OH(X) number density was on the order of 1015 molecules/cm3 and was observed to drop downstream along the propagation axis of the flame at all parameters investigated. Results suggest that each of the parameters independently influences the PAC processes.

Opposed jet diffusion flames of nitrogen-diluted hydrogen vs air - Axial LDA and CARS surveys; fuel/air rates at extinction

NASA Technical Reports Server (NTRS)

Pellett, G. L.; Northam, G. B.; Wilson, L. G.; Jarrett, Olin, Jr.; Antcliff, R. R.

1989-01-01

An experimental study of H-air counterflow diffusion flames (CFDFs) is reported. Coaxial tubular opposed jet burners were used to form dish-shaped CFDFs centered by opposing laminar jets of H2/N2 and air in an argon bath at 1 atm. Jet velocities for extinction and flame restoration limits are shown versus input H2 concentration. LDA velocity data and CARS temperature and absolute N2, O2 density data give detailed flame structure on the air side of the stagnation point. The results show that air jet velocity is a more fundamental and appropriate measure of H2-air CFDF extinction than input H2 mass flux or fuel jet velocity. It is proposed that the observed constancy of air jet velocity for fuel mixtures containing 80 to 100 percent H2 measure a maximum, kinetically controlled rate at which the CFDF can consume oxygen in air. Fuel velocity mainly measures the input jet momentum required to center an H2/N2 versus air CFDF.

Prolonging thermal barrier coated specimen life by thermal cycle management

NASA Technical Reports Server (NTRS)

Hendricks, R. C.; Mcdonald, G.; Poolos, N. P.

1981-01-01

Thermal barrier coatings applied to the heated side of engine components such as seals, combustor, and blades of a gas turbine offer a potential increase in efficiency through the use of higher gas temperatures or less cooling air or benefits arising from extended component life by reducing component metal temperatures. The considered investigation has the objective to show that while a thermal barrier coated (TBC) specimen can be brought to a fixed temperature using various fuel-air ratio (F/A) values, lower calculated stresses are associated with lower (F/A) values. This implies that control of (F/A) values (i.e., rates of heat input) during the starting transient and to a lesser extent during shutdown and operation, offers a potential method of improving TBC lifetime through thermal cycle management.

Experimental Investigation of Turbulent Flames in Hypersonic Flows

DTIC Science & Technology

2015-09-01

kg and 1 MPa at a stagnation condition. A settling chamber upstream of the C/D nozzle has a pressure sensor and an optical access window for...are recorded by a pressure sensor attached on the reservoir. Overall fuel equivalence ratio () in the combustor is estimated by the ratio of...freestream flow direction and 22.5° ramp (back step) angle. Five pressure sensors (Kulite) and five temperature sensors (MEDTHERM coaxial thermocouple

A Comparison of Combustion Dynamics for Multiple 7-Point Lean Direct Injection Combustor Configurations

NASA Technical Reports Server (NTRS)

Tacina, K. M.; Hicks, Y. R.

2017-01-01

The combustion dynamics of multiple 7-point lean direct injection (LDI) combustor configurations are compared. LDI is a fuel-lean combustor concept for aero gas turbine engines in which multiple small fuel-air mixers replace one traditionally-sized fuel-air mixer. This 7-point LDI configuration has a circular cross section, with a center (pilot) fuel-air mixer surrounded by six outer (main) fuel-air mixers. Each fuel-air mixer consists of an axial air swirler followed by a converging-diverging venturi. A simplex fuel injector is inserted through the center of the air swirler, with the fuel injector tip located near the venturi throat. All 7 fuel-air mixers are identical except for the swirler blade angle, which varies with the configuration. Testing was done in a 5-atm flame tube with inlet air temperatures from 600 to 800 F and equivalence ratios from 0.4 to 0.7. Combustion dynamics were measured using a cooled PCB pressure transducer flush-mounted in the wall of the combustor test section.

Assessment of environmentally friendly fuel emissions from in-use vehicle exhaust: low-blend iso-stoichiometric GEM mixture as example.

PubMed

Schifter, Isaac; Díaz-Gutiérrez, Luis; Rodríguez-Lara, René; González-Macías, Carmen; González-Macías, Uriel

2017-05-01

Gasoline-ethanol-methanol fuel blends were formulated with the same stoichiometric air-to-fuel ratio and volumetric energy concentration as any binary ethanol-gasoline blend. When the stoichiometric blends operated in a vehicle, the time period, injector voltage, and pressure for each fuel injection event in the engine corresponded to a given stoichiometric air-to-fuel ratio, and the load was essentially constant. Three low oxygen content iso-stoichiometric ternary gasoline-ethanol-methanol fuel blends were prepared, and the properties were compared with regular-type fuel without added oxygen. One of the ternary fuels was tested using a fleet of in-use vehicles for15 weeks and compared to neat gasoline without oxygenated compounds as a reference. Only a small number of publications have compared these ternary fuels in the same engine, and little data exist on the performance and emissions of in-use spark-ignition engines. The total hydrocarbon emissions observed was similar in both fuels, in addition to the calculated ozone forming potential of the tailpipe and evaporative emissions. In ozone non-attainment areas, the original purpose for oxygenate gasolines was to decrease carbon monoxide emissions. The results suggest that the strategy is less effective than expected because there still exist a great number of vehicles that have suffered the progressive deterioration of emissions and do not react to oxygenation, while new vehicles are equipped with sophisticated air/fuel control systems, and oxygenation does not improve combustion because the systems adjust the stoichiometric point, making it insensitive to the origin of the added excess oxygen (fuel or excess air). Graphical abstract Low level ternary blend of gasoline-ethanol-methanol were prepared with the same stoichiometric air-fuel ratio and volumetric energy concentration, based on the volumetric energy density of the pre-blended components. Exhaust and evaporative emissions was compared with a blend having no oxygen in a fleet of 12 in-use vehicles. Vehicles that had suffer a normal deterioration of emissions and do not react to oxygenation, and new vehicles with more sophisticated air/fuel control systems do not improve combustion.

Measurements in the near-wall region of a relaxing three-dimensional low speed turbulent air boundary layer

NASA Technical Reports Server (NTRS)

Hebbar, K. S.; Melnik, W. L.

1976-01-01

An experimental investigation was conducted at selected locations of the near-wall region of a three dimensional turbulent air boundary layer relaxing in a nominally zero external pressure gradient behind a transverse hump (in the form of a 30 deg swept, 5-foot chord wing-type model) faired into the side wall of a low speed wind tunnel. Wall shear stresses measured with a flush-mounted hot-film gage and a sublayer fence were in very good agreement with experimental data obtained with two Preston probes. With the upstream unit Reynolds number held constant at 325,000/ft. approximately one-fourth of the boundary layer thickness adjacent to the wall was surveyed with a single rotated hot-wire probe mounted on a specially designed minimum interference traverse mechanism. The boundary layer (approximately 3.5 in thick near the first survey station where the length Reynolds number was 5.5 million) had a maximum crossflow velocity ratio of 0.145 and a maximum crossflow angle of 21.875 deg close to the wall.

1. TEST STAND 1A ENVIRONS, SHOWING WEST SIDE OF TEST ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. TEST STAND 1-A ENVIRONS, SHOWING WEST SIDE OF TEST STAND 1-A, RP1 COMBINED FUEL STORAGE TANK FARM BELOW WATER TANKS ON HILLSIDE TO LEFT, AND TEST STAND 1-B IN DISTANCE AT RIGHT. Looking east. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Test Stand 1-A, Test Area 1-120, north end of Jupiter Boulevard, Boron, Kern County, CA

Effect of fuel/air nonuniformity on nitric oxide emissions

NASA Technical Reports Server (NTRS)

Lyons, V. J.

1979-01-01

A flame tube combustor holding jet A fuel was used in experiments performed at a pressure of .3 Mpa and a reference velocity of 25 meters/second for three inlet air temperatures of 600, 700, and 800 K. The gas sample measurements were taken at locations 18 cm and 48 cm downstream of the perforated plate flameholder. Nonuniform fuel/air profiles were produced using a fuel injector by separately fueling the inner five fuel tubes and the outer ring of twelve fuel tubes. Six fuel/air profiles were produced for nominal overall equivalence ratios of .5 and .6. An example of three of three of these profiles and their resultant nitric oxide NOx emissions are presented. The uniform fuel/air profile cases produced uniform and relatively low profile levels. When the profiles were either center-peaked or edge-peaked, the overall mass-weighted nitric oxide levels increased.

Velocity Fields of Axisymmetric Hydrogen-Air Counterflow Diffusion Flames from LDV, PIV, and Numerical Computation

NASA Technical Reports Server (NTRS)

Pellett, Gerald L.; Wilson, Lloyd G.; Humphreys, William M., Jr.; Bartram, Scott M.; Gartrell, Luther R.; Isaac, K. M.

1995-01-01

Laminar fuel-air counterflow diffusion flames (CFDFs) were studied using axisymmetric convergent-nozzle and straight-tube opposed jet burners (OJBs). The subject diagnostics were used to probe a systematic set of H2/N2-air CFDFs over wide ranges of fuel input (22 to 100% Ha), and input axial strain rate (130 to 1700 Us) just upstream of the airside edge, for both plug-flow and parabolic input velocity profiles. Laser Doppler Velocimetry (LDV) was applied along the centerline of seeded air flows from a convergent nozzle OJB (7.2 mm i.d.), and Particle Imaging Velocimetry (PIV) was applied on the entire airside of both nozzle and tube OJBs (7 and 5 mm i.d.) to characterize global velocity structure. Data are compared to numerical results from a one-dimensional (1-D) CFDF code based on a stream function solution for a potential flow input boundary condition. Axial strain rate inputs at the airside edge of nozzle-OJB flows, using LDV and PIV, were consistent with 1-D impingement theory, and supported earlier diagnostic studies. The LDV results also characterized a heat-release hump. Radial strain rates in the flame substantially exceeded 1-D numerical predictions. Whereas the 1-D model closely predicted the max I min axial velocity ratio in the hot layer, it overpredicted its thickness. The results also support previously measured effects of plug-flow and parabolic input strain rates on CFDF extinction limits. Finally, the submillimeter-scale LDV and PIV diagnostics were tested under severe conditions, which reinforced their use with subcentimeter OJB tools to assess effects of aerodynamic strain, and fueVair composition, on laminar CFDF properties, including extinction.

40 CFR 1065.280 - Paramagnetic and magnetopneumatic O2 detection analyzers.

Code of Federal Regulations, 2014 CFR

2014-07-01

... (CONTINUED) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Measurement Instruments O2 Measurements § 1065... diluted exhaust for batch or continuous sampling. You may use O2 measurements with intake air or fuel flow... 57443, Sept. 15, 2011;79 FR 23762, Apr. 28, 2014] Air-to-Fuel Ratio Measurements ...

Performance of a catalytic reactor at simulated gas turbine combustor operating conditions

NASA Technical Reports Server (NTRS)

Anderson, D. N.; Tacina, R. R.; Mroz, T. S.

1975-01-01

The performance of a catalytic reactor 12 cm in diameter and 17 cm long was evaluated at simulated gas turbine combustor operating conditions using premixed propane and air. Inlet temperatures of 600 and 800 K, pressures of 3 and 6 atm, and reference velocities of 9 to 30 m/s were tested. Data were taken for equivalence ratios as high as 0.43. The operating range was limited on the low-temperature side by very poor efficiency; the minimum exit temperature for good performance ranged from 1400 to 1600 K depending on inlet conditions. As exit temperatures were raised above this minimum, emissions of unburned hydrocarbons decreased, carbon monoxide emissions became generally less than 1 g CO/kg fuel, and nitrogen oxides were less than about 0.1 g NO2/kg fuel.

Development of a Premixed Combustion Capability for Scramjet Combustion Experiments

NASA Technical Reports Server (NTRS)

Rockwell, Robert D.; Goyne, Christopher P.; Rice, Brian E.; Chelliah, Harsha; McDaniel, James C.; Edwards, Jack R.; Cantu, Luca M. L.; Gallo, Emanuela C. A.; Cutler, Andrew D.; Danehy, Paul M.

2015-01-01

Hypersonic air-breathing engines rely on scramjet combustion processes, which involve high speed, compressible, and highly turbulent flows. The combustion environment and the turbulent flames at the heart of these engines are difficult to simulate and study in the laboratory under well controlled conditions. Typically, wind-tunnel testing is performed that more closely approximates engine testing rather than a careful investigation of the underlying physics that drives the combustion process. The experiments described in this paper, along with companion data sets being developed separately, aim to isolate the chemical kinetic effects from the fuel-air mixing process in a dual-mode scramjet combustion environment. A unique fuel injection approach is taken that produces a nearly uniform fuel-air mixture at the entrance to the combustor. This approach relies on the precombustion shock train upstream of the dual-mode scramjet combustor. A stable ethylene flame anchored on a cavity flameholder with a uniformly mixed combustor inflow has been achieved in these experiments allowing numerous companion studies involving coherent anti-Stokes Raman scattering (CARS), particle image velocimetry (PIV), and planar laser induced fluorescence (PLIF) to be performed.

Combustion in a Bomb with a Fuel-Injection System

NASA Technical Reports Server (NTRS)

Cohn, Mildred; Spencer, Robert C

1935-01-01

Fuel injected into a spherical bomb filled with air at a desired density and temperature could be ignited with a spark a few thousandths of a second after injection, an interval comparable with the ignition lag in fuel-injection engines. The effect of several variables on the extent and rate of combustion was investigated: time intervals between injection and ignition of fuel of 0.003 to 0.06 second and one of 5 minutes; initial air temperatures of 100 degrees C. to 250 degrees C.; initial air densities equivalent to 5, 10, and 15 absolute atmospheres pressure at 100 degrees C.; and air-fuel ratios of 5 to 25.

Nitric Oxide PLIF Visualization of Simulated Fuel-Air Mixing in a Dual-Mode Scramjet

NASA Technical Reports Server (NTRS)

Cantu, Luca M. L.; Gallo, Emanuela C. A.; Cutler, Andrew D.; Bathel, Brett F.; Danehy, Paul M.; Rockwell, Robert D.; Goyne, Christopher P.; McDaniel, James C.

2015-01-01

Nitric oxide (NO) planar induced laser fluorescence (PLIF) measurements have been performed in a small scale scramjet combustor at the University of Virginia Aerospace Research Laboratory at nominal simulated Mach 5 flight. A mixture of NO and N2 was injected at the upstream end of the inlet isolator as a surrogate for ethylene fuel, and the mixing of this fuel simulant was studied with and without a shock train. The shock train was produced by an air throttle, which simulated the blockage effects of combustion downstream of the cavity flame holder. NO PLIF signal was imaged in a plane orthogonal to the freestream at the leading edge of the cavity. Instantaneous planar images were recorded and analyzed to identify the most uniform cases, which were achieved by varying the location of the fuel injection and shock train. This method was used to screen different possible fueling configurations to provide optimized test conditions for follow-on combustion measurements using ethylene fuel. A theoretical study of the selected NO rotational transitions was performed to obtain a LIF signal that is linear with NO mole fraction and approximately independent of pressure and temperature.

Relation of Fuel-Air Ratio to Engine Performance

NASA Technical Reports Server (NTRS)

Sparrow, Stanwood W

1925-01-01

The tests upon which this report is based were made at the Bureau of Standards between October 1919 and May 1923. From these it is concluded that: (1) with gasoline as a fuel, maximum power is obtained with fuel-air mixtures of from 0.07 to 0.08 pound of fuel per pound of air; (2) maximum power is obtained with approximately the same ratio over the range of air pressures and temperatures encountered in flight; (3) nearly minimum specific fuel consumption is secured by decreasing the fuel content of the charge until the power is 95 per cent of its maximum value. Presumably this information is of most direct value to the carburetor engineer. A carburetor should supply the engine with a suitable mixture. This report discusses what mixtures have been found suitable for various engines. It also furnishes the engine designer with a basis for estimating how much greater piston displacement an engine operating with a maximum economy mixture should have than one operating with a maximum power mixture in order for both to be capable of the same power development.

Experimental analysis of thermo-acoustic instabilities in a generic gas turbine combustor by phase-correlated PIV, chemiluminescence, and laser Raman scattering measurements

NASA Astrophysics Data System (ADS)

Arndt, Christoph M.; Severin, Michael; Dem, Claudiu; Stöhr, Michael; Steinberg, Adam M.; Meier, Wolfgang

2015-04-01

A gas turbine model combustor for partially premixed swirl flames was equipped with an optical combustion chamber and operated with CH4 and air at atmospheric pressure. The burner consisted of two concentric nozzles for separately controlled air flows and a ring of holes 12 mm upstream of the nozzle exits for fuel injection. The flame described here had a thermal power of 25 kW, a global equivalence ratio of 0.7, and exhibited thermo-acoustic instabilities at a frequency of approximately 400 Hz. The phase-dependent variations in the flame shape and relative heat release rate were determined by OH* chemiluminescence imaging; the flow velocities by stereoscopic particle image velocimetry (PIV); and the major species concentrations, mixture fraction, and temperature by laser Raman scattering. The PIV measurements showed that the flow field performed a "pumping" mode with varying inflow velocities and extent of the inner recirculation zone, triggered by the pressure variations in the combustion chamber. The flow field oscillations were accompanied by variations in the mixture fraction in the inflow region and at the flame root, which in turn were mainly caused by the variations in the CH4 concentration. The mean phase-dependent changes in the fluxes of CH4 and N2 through cross-sectional planes of the combustion chamber at different heights above the nozzle were estimated by combining the PIV and Raman data. The results revealed a periodic variation in the CH4 flux by more than 150 % in relation to the mean value, due to the combined influence of the oscillating flow velocity, density variations, and CH4 concentration. Based on the experimental results, the feedback mechanism of the thermo-acoustic pulsations could be identified as a periodic fluctuation of the equivalence ratio and fuel mass flow together with a convective delay for the transport of fuel from the fuel injector to the flame zone. The combustor and the measured data are well suited for the validation of numerical combustion simulations.

Effects of air injection on a turbocharged Teledyne Continential Motors TSIO-360-C engine

NASA Technical Reports Server (NTRS)

Cosgrove, D. V.; Kempke, E. E.

1979-01-01

A turbocharged fuel injected aircraft engine was operated over a range of test conditions that included that EPA five-mode emissions cycle and fuel air ratio variations for individual modes while injecting air into the exhaust gas. Air injection resulted in a decrease of hydrocarbons and carbon monoxide while exceeding the maximum recommended turbine inlet temperature of 1650 F at the full rich mixture of the engine. Leanout tests indicated that the EPA standards could be met through the combined use of fuel management and air injection.

Radiant heat transfer from flames in a single tubular turbojet combustor / Leonard Topper

NASA Technical Reports Server (NTRS)

Topper, Leonard

1952-01-01

An experimental investigation of thermal radiation from the flame of a single tubular turbojet-engine combustor to the combustor liner is presented. The effects of combustor inlet-air pressure, air mass flow, and fuel-air ratio on the radiant intensity and the temperature and emissivity of the flame are reported. The total radiation of the "luminous" flames (containing incandescent soot particles) was much greater (4 to 21 times) than the "nonluminous" molecular radiation. The intensity of radiation from the flame increased rapidly with an increase in combustor inlet-air pressure; it was affected to a lesser degree by variations in fuel-air ratio and air mass flow.

Validation of Test Methods for Air Leak Rate Verification of Spaceflight Hardware

NASA Technical Reports Server (NTRS)

Oravec, Heather Ann; Daniels, Christopher C.; Mather, Janice L.

2017-01-01

As deep space exploration continues to be the goal of NASAs human spaceflight program, verification of the performance of spaceflight hardware becomes increasingly critical. Suitable test methods for verifying the leak rate of sealing systems are identified in program qualification testing requirements. One acceptable method for verifying the air leak rate of gas pressure seals is the tracer gas leak detector method. In this method, a tracer gas (commonly helium) leaks past the test seal and is transported to the leak detector where the leak rate is quantified. To predict the air leak rate, a conversion factor of helium-to-air is applied depending on the magnitude of the helium flow rate. The conversion factor is based on either the molecular mass ratio or the ratio of the dynamic viscosities. The current work was aimed at validating this approach for permeation-level leak rates using a series of tests with a silicone elastomer O-ring. An established pressure decay method with constant differential pressure was used to evaluate both the air and helium leak rates of the O-ring under similar temperature and pressure conditions. The results from the pressure decay tests showed, for the elastomer O-ring, that neither the molecular flow nor the viscous flow helium-to-air conversion factors were applicable. Leak rate tests were also performed using nitrogen and argon as the test gas. Molecular mass and viscosity based helium-to-test gas conversion factors were applied, but did not correctly predict the measured leak rates of either gas. To further this study, the effect of pressure boundary conditions was investigated. Often, pressure decay leak rate tests are performed at a differential pressure of 101.3 kPa with atmospheric pressure on the downstream side of the test seal. In space applications, the differential pressure is similar, but with vacuum as the downstream pressure. The same O-ring was tested at four unique differential pressures ranging from 34.5 to 137.9 kPa. Up to six combinations of upstream and downstream pressures for each differential pressure were compared. For a given differential pressure, the various combinations of upstream and downstream dry air pressures did not significantly affect the leak rate. As expected, the leak rate of the O-ring increased with increasing differential pressure. The results suggested that the current leak test pressure conditions, used to verify spacecraft sealing systems with elastomer seals, produce accurate values even though the boundary conditions do not model the space application.

10. Interior view, east side of power plant, generator bases ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. Interior view, east side of power plant, generator bases in foreground, electrical panels and fuel tanks in background looking northeast - Naval Air Station Fallon, Power Plant, 800 Complex, off Carson Road near intersection of Pasture & Berney Roads, Fallon, Churchill County, NV

Observation of Flame Stabilized at a Hydrogen-Turbojet-Engine Injector Installed into a Lab-Scale Combustion Wind Tunnel

NASA Astrophysics Data System (ADS)

Michishita, Kazutaka; Nomura, Hiroshi; Ujiie, Yasushige; Okai, Keiichi

A lab-scale combustion wind tunnel was developed for investigation of low-pressure ignition and flame holding in a sub-scale pre-cooled turbojet engine with hydrogen fuel in order to make engine start at high altitudes sure. The combustion wind tunnel is a blow-down type. A fuel injector of the sub-scale pre-cooled turbojet engine was installed into the combustion wind tunnel. Conditions in which a flame can be stabilized at the fuel injector were examined. The combustor pressure and equivalence ratio were varied from 10 to 40 kPa and from 0.4 to 0.8, respectively. The mean inlet air velocity was varied from 2 to 48 m/s. Flames stabilized at 20 kPa in pressure and 0.6 in equivalence ratio were observed. It was found that the decrease in the combustor pressure narrows the mean inlet air velocity range for successful flame holdings. Flame holding at lower combustor pressures is realized at the equivalence ratio of 0.4 in the low mean inlet air velocity range, and at the equivalence ratio of 0.6 in the high mean inlet air velocity range. Flame luminosity is the largest near the fuel injector. The flame luminosity distribution becomes flatter as the increase in the mean inlet air velocity.

Low emission turbo compound engine system

DOE Office of Scientific and Technical Information (OSTI.GOV)

Vuk,; Carl, T

2011-05-31

A diesel or HHCI engine has an air intake and an exhaust for products of combustion. A pair of turbochargers receive the products of combustion in a series relationship and an exhaust aftertreatment device receive the products of combustion from the downstream turbine. A power turbine receives the output from the exhaust aftertreatment device and an EGR system of the power turbine passes a selected portion of the output to a point upstream of the upstream turbocharger compressor. A device adds fuel to the aftertreatment device to regenerate the particulate filter and the power turbine recoups the additional energy. Themore » power turbine may be used to drive accessories or the prime output of the engine.« less

40 CFR 1065.280 - Paramagnetic and magnetopneumatic O2 detection analyzers.

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) AIR POLLUTION CONTROLS ENGINE-TESTING PROCEDURES Measurement Instruments O2 Measurements § 1065... diluted exhaust for batch or continuous sampling. You may use O2 measurements with intake air or fuel flow...), regardless of the uncompensated signal's bias. [73 FR 37300, June 30, 2008] Air-to-Fuel Ratio Measurements ...

Compact fuel cell

DOEpatents

Jacobson, Craig; DeJonghe, Lutgard C.; Lu, Chun

2010-10-19

A novel electrochemical cell which may be a solid oxide fuel cell (SOFC) is disclosed where the cathodes (144, 140) may be exposed to the air and open to the ambient atmosphere without further housing. Current collector (145) extends through a first cathode on one side of a unit and over the unit through the cathode on the other side of the unit and is in electrical contact via lead (146) with housing unit (122 and 124). Electrical insulator (170) prevents electrical contact between two units. Fuel inlet manifold (134) allows fuel to communicate with internal space (138) between the anodes (154 and 156). Electrically insulating members (164 and 166) prevent the current collector from being in electrical contact with the anode.

Mixing due Pulsating Turbulent Jets

NASA Astrophysics Data System (ADS)

Grosshans, Holger; Nygård, Alexander; Fuchs, Laszlo

Combustion efficiency and the formation of soot and/or NOx in Internal- Combustion engines depends strongly on the local air/fuel mixture, the local flow conditions and temperature. Modern diesel engines employ high injection pressure for improved atomization, but mixing is controlled largely by the flow in the cylinder. By injecting the fuel in pulses one can gain control over the atomization, evaporation and the mixing of the gaseous fuel. We show that the pulsatile injection of fuel enhances fuel break-up and the entrainment of ambient air into the fuel stream. The entrainment level depends on fuel property, such as fuel/air viscosity and density ratio, fuel surface-tension, injection speed and injection sequencing. Examples of enhanced break-up and mixing are given.

Efficient gas-separation process to upgrade dilute methane stream for use as fuel

DOEpatents

Wijmans, Johannes G [Menlo Park, CA; Merkel, Timothy C [Menlo Park, CA; Lin, Haiqing [Mountain View, CA; Thompson, Scott [Brecksville, OH; Daniels, Ramin [San Jose, CA

2012-03-06

A membrane-based gas separation process for treating gas streams that contain methane in low concentrations. The invention involves flowing the stream to be treated across the feed side of a membrane and flowing a sweep gas stream, usually air, across the permeate side. Carbon dioxide permeates the membrane preferentially and is picked up in the sweep air stream on the permeate side; oxygen permeates in the other direction and is picked up in the methane-containing stream. The resulting residue stream is enriched in methane as well as oxygen and has an EMC value enabling it to be either flared or combusted by mixing with ordinary air.

Real-time combustion controller

DOEpatents

Lindner, Jeffrey S.; Shepard, W. Steve; Etheridge, John A.; Jang, Ping-Rey; Gresham, Lawrence L.

1997-01-01

A method and system of regulating the air to fuel ratio supplied to a burner to maximize the combustion efficiency. Optical means are provided in close proximity to the burner for directing a beam of radiation from hot gases produced by the burner to a plurality of detectors. Detectors are provided for sensing the concentration of, inter alia, CO, CO.sub.2, and H.sub.2 O. The differences between the ratios of CO to CO.sub.2 and H.sub.2 O to CO are compared with a known control curve based on those ratios for air to fuel ratios ranging from 0.85 to 1.30. The fuel flow is adjusted until the difference between the ratios of CO to CO.sub.2 and H.sub.2 O to CO fall on a desired set point on the control curve.

Real-time combustion controller

DOEpatents

Lindner, J.S.; Shepard, W.S.; Etheridge, J.A.; Jang, P.R.; Gresham, L.L.

1997-02-04

A method and system are disclosed for regulating the air to fuel ratio supplied to a burner to maximize the combustion efficiency. Optical means are provided in close proximity to the burner for directing a beam of radiation from hot gases produced by the burner to a plurality of detectors. Detectors are provided for sensing the concentration of, inter alia, CO, CO{sub 2}, and H{sub 2}O. The differences between the ratios of CO to CO{sub 2} and H{sub 2}O to CO are compared with a known control curve based on those ratios for air to fuel ratios ranging from 0.85 to 1.30. The fuel flow is adjusted until the difference between the ratios of CO to CO{sub 2} and H{sub 2}O to CO fall on a desired set point on the control curve. 20 figs.

Investigation of Noise Field and Velocity Profiles of an Afterburning Engine

NASA Technical Reports Server (NTRS)

North, Warren J.; Callaghan, E. E.; Lanzo, C. D.

1954-01-01

Sound pressure levels, frequency spectrum, and jet velocity profiles are presented for an engine-afterburner combination at various values of afterburner fuel - air ratio. At the high fuel-air ratios, severe low-frequency resonance was encountered which represented more than half the total energy in the sound spectrum. At similar thrust conditions, lower sound pressure levels were obtained from a current fighter air craft with a different afterburner configuration. The lower sound pressure levels are attributed to resonance-free afterburner operation and thereby indicate the importance of acoustic considerations in afterburner design.

Bibliography on aircraft fire hazards and safety. Volume 1: Hazards. Part 1: Key numbers 1 to 817

NASA Technical Reports Server (NTRS)

Pelouch, J. J., Jr. (Compiler); Hacker, P. T. (Compiler)

1974-01-01

Ignition temperatures of n-hexane, n-octane, n-decane, JP-6 jet fuel, and aircraft engine oil MIL-7-7808 (0-60-18) were determined in air using heated Pyrex cylinders and Nichrome wires, rods, or tubes. Ignition temperature varied little with fuel-air ratio, but increased as the size of the heat source was decreased. Expressions are given which define the variation of the hot surface ignition temperatures of these combustibles with the radius and the surface area of the heat source. The expressions are applicable to stagnant or low velocity flow conditions (less than 0.2 in./sec.). In addition, the hot gas ignition temperatures of the combustible vapor-air mixtures were determined with jets of hot air. These ignition temperatures also varied little with fuel-air ratio and increased as the diameter of the heat sources was decreased.

NOx reduction in combustion with concentrated coal streams and oxygen injection

DOEpatents

Kobayashi, Hisashi; Bool, III, Lawrence E.; Snyder, William J.

2004-03-02

NOx formation in the combustion of solid hydrocarbonaceous fuel such as coal is reduced by obtaining, from the incoming feed stream of fuel solids and air, a stream having a ratio of fuel solids to air that is higher than that of the feed steam, and injecting the thus obtained stream and a small amount of oxygen to a burner where the fuel solids are combusted.

Mechanisms of flame stabilisation at low lifted height in a turbulent lifted slot-jet flame

DOE PAGES

Karami, Shahram; Hawkes, Evatt R.; Talei, Mohsen; ...

2015-07-23

A turbulent lifted slot-jet flame is studied using direct numerical simulation (DNS). A one-step chemistry model is employed with a mixture-fraction-dependent activation energy which can reproduce qualitatively the dependence of the laminar burning rate on the equivalence ratio that is typical of hydrocarbon fuels. The basic structure of the flame base is first examined and discussed in the context of earlier experimental studies of lifted flames. Several features previously observed in experiments are noted and clarified. Some other unobserved features are also noted. Comparison with previous DNS modelling of hydrogen flames reveals significant structural differences. The statistics of flow andmore » relative edge-flame propagation velocity components conditioned on the leading edge locations are then examined. The results show that, on average, the streamwise flame propagation and streamwise flow balance, thus demonstrating that edge-flame propagation is the basic stabilisation mechanism. Fluctuations of the edge locations and net edge velocities are, however, significant. It is demonstrated that the edges tend to move in an essentially two-dimensional (2D) elliptical pattern (laterally outwards towards the oxidiser, then upstream, then inwards towards the fuel, then downstream again). It is proposed that this is due to the passage of large eddies, as outlined in Suet al.(Combust. Flame, vol. 144 (3), 2006, pp. 494–512). However, the mechanism is not entirely 2D, and out-of-plane motion is needed to explain how flames escape the high-velocity inner region of the jet. Finally, the time-averaged structure is examined. A budget of terms in the transport equation for the product mass fraction is used to understand the stabilisation from a time-averaged perspective. The result of this analysis is found to be consistent with the instantaneous perspective. The budget reveals a fundamentally 2D structure, involving transport in both the streamwise and transverse directions, as opposed to possible mechanisms involving a dominance of either one direction of transport. Furthermore, it features upstream transport balanced by entrainment into richer conditions, while on the rich side, upstream turbulent transport and entrainment from leaner conditions balance the streamwise convection.« less

Experimental evaluation of premixing-prevaporizing fuel injection concepts for a gas turbine catalytic combustor

NASA Technical Reports Server (NTRS)

Tacina, R. R.

1977-01-01

Experiments were performed to evolve and evaluate a premixing-prevaporizing fuel system to be used with a catalytic combustor for possible application in an automotive gas turbine. Spatial fuel distribution and degree of vaporization were measured using Jet A fuel. Three types of air blast injectors, an air assist nozzle and a simplex pressure atomizer were tested. Air swirlers with vane angles up to 30 deg were used to improve the spatial fuel distribution. The work was done in a 12-cm (4.75-in.) diameter tubular rig. Test conditions were: a pressure of 0.3 and 0.5 MPa (3 and 5 atm), inlet air temperatures up to 800 K (980 F), velocity of 20 m/sec (66 ft/sec) and fuel-air ratios of 0.01 and 0.025. Uniform spatial fuel distributions that were within plus or minus 10 percent of the mean were obtained. Complete vaporization of the fuel was achieved with air blast configurations at inlet air temperatures of 550 K (530 F) and higher. The total pressure loss was less than 0.5 percent for configurations without air swirlers and less than 1 percent for configurations with a 30 deg vane angle air swirler.

Water management in a planar air-breathing fuel cell array using operando neutron imaging

NASA Astrophysics Data System (ADS)

Coz, E.; Théry, J.; Boillat, P.; Faucheux, V.; Alincant, D.; Capron, P.; Gébel, G.

2016-11-01

Operando Neutron imaging is used for the investigation of a planar air-breathing array comprising multiple cells in series. The fuel cell demonstrates a stable power density level of 150 mW/cm2. Water distribution and quantification is carried out at different operating points. Drying at high current density is observed and correlated to self-heating and natural convection. Working in dead-end mode, water accumulation at lower current density is largely observed on the anode side. However, flooding mechanisms are found to begin with water condensation on the cathode side, leading to back-diffusion and anodic flooding. Specific in-plane and through-plane water distribution is observed and linked to the planar array design.

Oxy-fuel combustion of coal and biomass, the effect on radiative and convective heat transfer and burnout

DOE Office of Scientific and Technical Information (OSTI.GOV)

Smart, John P.; Patel, Rajeshriben; Riley, Gerry S.

This paper focuses on results of co-firing coal and biomass under oxy-fuel combustion conditions on the RWEn 0.5 MWt Combustion Test Facility (CTF). Results are presented of radiative and convective heat transfer and burnout measurements. Two coals were fired: a South African coal and a Russian Coal under air and oxy-fuel firing conditions. The two coals were also co-fired with Shea Meal at a co-firing mass fraction of 20%. Shea Meal was also co-fired at a mass fraction of 40% and sawdust at 20% with the Russian Coal. An IFRF Aerodynamically Air Staged Burner (AASB) was used. The thermal inputmore » was maintained at 0.5 MWt for all conditions studied. The test matrix comprised of varying the Recycle Ratio (RR) between 65% and 75% and furnace exit O{sub 2} was maintained at 3%. Carbon-in-ash samples for burnout determination were also taken. Results show that the highest peak radiative heat flux and highest flame luminosity corresponded to the lowest recycle ratio. The effect of co-firing of biomass resulted in lower radiative heat fluxes for corresponding recycle ratios. Furthermore, the highest levels of radiative heat flux corresponded to the lowest convective heat flux. Results are compared to air firing and the air equivalent radiative and convective heat fluxes are fuel type dependent. Reasons for these differences are discussed in the main text. Burnout improves with biomass co-firing under both air and oxy-fuel firing conditions and burnout is also seen to improve under oxy-fuel firing conditions compared to air. (author)« less

Autoignition characteristics of aircraft-type fuels

NASA Technical Reports Server (NTRS)

Spadaccini, L. J.; Tevelde, J. A.

1980-01-01

The ignition delay characteristics of Jet A, JP 4, no. 2 diesel, cetane and an experimental referee broad specification (ERBS) fuel in air at inlet temperatures up to 1000 K, pressures of 10, 15, 20, 25 and 30 atm, and fuel air equivalence ratios of 0.3, 0.5, 0.7 and 1.0 were mapped. Ignition delay times in the range of 1 to 50 msec at freestream flow velocities ranging from 20 to 100 m/sec were obtained using a continuous flow test apparatus which permitted independent variation and evaluation of the effect of temperature, pressure, flow rate, and fuel/air ratio. The ignition delay times for all fuels tested appeared to correlate with the inverse of pressure and the inverse exponent of temperature. With the exception of pure cetane, which had the shortest ignition delay times, the differences between the fuels tested did not appear to be significant. The apparent global activation energies for the typical gas turbine fuels ranged from 38 to 40 kcal/mole, while the activation energy determined for cetane was 50 kcal/mole. In addition, the data indicate that for lean mixtures, ignition delay times decrease with increasing equivalence ratio. It was also noted that physical (apparatus dependent) phenomena, such as mixing (i.e., length and number of injection sites) and airstream cooling (due to fuel heating, vaporization and convective heat loss) can have an important effect on the ignition delay.

Detail of north side of Test Stand 'A' base, showing ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

Detail of north side of Test Stand 'A' base, showing tanks for distilled water (left), fuel (center), and gaseous nitrogen (right). Other tanks present for tests were removed before this image was taken. - Jet Propulsion Laboratory Edwards Facility, Test Stand A, Edwards Air Force Base, Boron, Kern County, CA

5. DETAIL VIEW OF SOUTH SIDE WITH DAMAGE TO METAL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. DETAIL VIEW OF SOUTH SIDE WITH DAMAGE TO METAL DOORS WHEN INCENDIARY CHUNKS OF SOLID FUEL CRASHED THROUGH AWNING AND BURNED MELTING PORTIONS OF THE BUILDING; VIEW TO NORTHWEST. - Cape Canaveral Air Station, Launch Complex 17, Facility 36009, East end of Lighthouse Road, Cape Canaveral, Brevard County, FL

Combustor flame flashback

NASA Technical Reports Server (NTRS)

Proctor, M. P.; Tien, J. S.

1985-01-01

A stainless steel, two-dimensional (rectangular), center-dump, premixed-prevaporized combustor with quartz window sidewalls for visual access was designed, built, and used to study flashback. A parametric study revealed that the flashback equivalence ratio decreased slightly as the inlet air temperature increased. It also indicated that the average premixer velocity and premixer wall temperature were not governing parameters of flashback. The steady-state velocity balance concept as the flashback mechanism was not supported. From visual observation several stages of burning were identified. High speed photography verified upstream flame propagation with the leading edge of the flame front near the premixer wall. Combustion instabilities (spontaneous pressure oscillations) were discovered during combustion at the dump plane and during flashback. The pressure oscillation frequency ranged from 40 to 80 Hz. The peak-to-peak amplitude (up to 1.4 psi) increased as the fuel/air equivalence ratio was increased attaining a maximum value just before flashback. The amplitude suddenly decreased when the flame stabilized in the premixer. The pressure oscillations were large enough to cause a local flow reversal. A simple test using ceramic fiber tufts indicated flow reversals existed at the premixer exit during flickering. It is suspected that flashback occurs through the premixer wall boundary layer flow reversal caused by combustion instability. A theoretical analysis of periodic flow in the premixing channel has been made. The theory supports the flow reversal mechanism.

Fiber-Supported Droplet Combustion. Experiment 32

NASA Technical Reports Server (NTRS)

Dietrich, Daniel L.; Haggard, John B., Jr.; Nayagam, Vedha; Dryer, Frederick L.; Williams, Forman A.; Shaw, Ben D.

1998-01-01

Individual droplets with diameters ranging from about 2 mm to 5 mm were burned under microgravity conditions in air at 1 bar with an ambient temperature of 300 K. Each droplet was tethered by a silicon carbide fiber of 80 mm or 150 mm diameter to keep it in view of video recording, and, in some tests, a forced air flow was applied in a direction parallel to the fiber axis. Methanol, two methanol-water mixtures, two methanol-dodecanol mixtures, and two heptane-hexadecane mixtures were the fuels. Droplet diameters were measured as functions of time and compared with existing theoretical predictions. The prediction that methanol droplets extinguish at diameters that increase with increasing initial droplet diameter is verified by these experiments. In addition, the quasi-steady burning rate constant of the heptane-hexadecane mixtures appears to decrease with increasing droplet diameter; obscuration consistent with very heavy sooting, but without the formation of soot shells, is observed for the largest of these droplets. Forced convective flow around methanol droplets was found to increase the burning rate and to produce a ratio of downstream-to-upstream flame radius that remained constant as the droplet size decreased, a trend in agreement with earlier results obtained at higher convective velocities for smaller droplets having larger flame standoff ratios. There are a number of implications of the experimental results regarding droplet-combustion theory.

Heat transfer enhancement of flow insulator by combined stainless steel fibrous and wire net porous materials

NASA Astrophysics Data System (ADS)

Khantikomol, P.; Polsongkram, M.; Apisitpinyo, W.; Poowadin, T.

2018-01-01

The present research article aims to propose the heat transfer enhancement of the flow insulator using combined fibrous and wire net stainless steel porous material. The stainless fibrous plate with porosity of 0.9292 was combined to the stainless steel wire net having pore per inch (PPI) of 16 and total thickness of 30 mm. Two models of the arranging porous plates were prepared, which were model BA and model AB. Each porous plate segment had the same thickness. The examined porous plate model have porosities of 0.8452. The porous plate was placed normal to the flow direction. The air was used as working fluid heated by 5 kW electric heater, which was controlled by the automatic temperature control. Type-K thermocouples were employed to measure the air temperatures. The temperature at front of the porous plate was varied to be 350, 450, and 550°C. The air flow rate was varied in the range of 4-12 m3/hr. The experimental result showed that the temperature drop across the porous plate and the thermal efficiency increase with the inlet temperature. The air velocity slightly affects the temperature profile inside the test section at the upstream side of the porous plate but greatly affects temperature inside the porous plate. In consideration of the arranging porous plate, placing of the stainless steel wire net at the upstream side and placing the stainless steel fibrous at downstream side (model BA) results in the highest temperature drop and the highest thermal efficiency. At Re 733 and inlet temperature 550°C for model BA at 30 mm thickness, the thermal efficiency was 50%. It was shown that the combined stainless steel fibrous and stainless steel wire net porous material could be a good flow insulator.

The effect of fuel-to-air ratio on burner-rig hot corrosion

NASA Technical Reports Server (NTRS)

Deadmore, D. L.; Lowell, C. E.; Kohl, F. J.

1978-01-01

Samples of a cobalt-base alloy, Mar M-509, were subjected to hot corrosion in a Mach-0.3 burner rig. The corrodent was NaCl added as an aqueous solution to the combustion products of a sulfur-containing Jet-A fuel. The metal temperature was fixed at 900 C. The extent of hot corrosion increased by a factor of three as the fuel-to-air mass ratio was increased from 0.033 to 0.050. Because the depositing salt was always Na2SO4, the increased attack appeared to be related to the gas composition.

6. Oblique view of upstream side of Bridge Number 310.58, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. Oblique view of upstream side of Bridge Number 310.58, 135mm lens. Note ashlar stone masonry abutment built in 1886, Tunnel 15 at left. Heavy vegetation cover, steep banks, and lack of streamside footing precluded full elevation views of the upstream and downstream sides of this bridge. - Southern Pacific Railroad Shasta Route, Bridge No. 310.58, Milepost 310.58, Sims, Shasta County, CA

Development and use of hydrogen-air torches in an altitude facility

NASA Technical Reports Server (NTRS)

Lottig, Roy A.; Huber, Gary T.

1993-01-01

A hydrogen-air ignition torch concept that had been used successfully in two rocket engine test facilities to consume excess hydrogen in their exhausters at atmospheric conditions was experimentally evaluated and developed in an altitude test facility at NASA Lewis Research Center. The idea was to use several of these torches in conjunction with hydrogen detectors and dilution air to prevent excess accumulation of unburned hydrogen or mixtures of hydrogen and air exceeding the sea-level lower flammability limit in the altitude facility exhaust system during hydrogen-fueled propulsion system tests. The torches were evaluated for a range of fuel-to-air ratios from 0.09 to 0.39 and for a range of exit diameters from 19/64 to 49/64 in. From the results of these tests a torch geometry and a fuel-to-air ratio were selected that produced a reasonably sized torch exhaust flame for consumption of unburned hydrogen at altitude pressures from sea level to 4 psia.

An experimental investigation of concentrated slop combustion characteristics in cyclone furnace

NASA Astrophysics Data System (ADS)

Panpokha, Suphaopich; Wongwuttanasatian, Tanakorn; Tangchaichit, Kiatfa

2018-02-01

Slop is a by-product in alcoholic industries requiring costly waste management. An idea of using slop as a fuel in a boiler for the industries was proposed. Due to high content of ash, a cyclone furnace was designed to combust the slop. This study aims to examine the concentrated slop combustion in a designed cyclone furnace, consisting of combustion temperature and exhaust gases. The tests were carried out under 4 different air-fuel ratios. Fuels injected into the furnace were 3 g/s of concentrated slop and 1 g/s of diesel. The air-fuel ratios were corresponding to 100, 120, 140 and 160 percent theoretical air. The results demonstrated that combustion of concentrated slop can gave temperature of 800-1000°C and a suitable theoretical air was 100%-120%, because the combustion temperature was higher than that of other cases. In cyclone combustion, excess air is not recommended because it affects a reduction in overall temperature inside the cyclone furnace. It is expected that utilization of the concentrated slop (by-product) will be beneficial in the development of green and zero waste factory.

Safety considerations in testing a fuel-rich aeropropulsion gas generator

NASA Technical Reports Server (NTRS)

Rollbuhler, R. James; Hulligan, David D.

1991-01-01

A catalyst containing reactor is being tested using a fuel-rich mixture of Jet A fuel and hot input air. The reactor product is a gaseous fuel that can be utilized in aeropropulsion gas turbine engines. Because the catalyst material is susceptible to damage from high temperature conditions, fuel-rich operating conditions are attained by introducing the fuel first into an inert gas stream in the reactor and then displacing the inert gas with reaction air. Once a desired fuel-to-air ratio is attained, only limited time is allowed for a catalyst induced reaction to occur; otherwise the inert gas is substituted for the air and the fuel flow is terminated. Because there presently is not a gas turbine combustor in which to burn the reactor product gas, the gas is combusted at the outlet of the test facility flare stack. This technique in operations has worked successfully in over 200 tests.

Lean direct wall fuel injection method and devices

NASA Technical Reports Server (NTRS)

Choi, Kyung J. (Inventor); Tacina, Robert (Inventor)

2000-01-01

A fuel combustion chamber, and a method of and a nozzle for mixing liquid fuel and air in the fuel combustion chamber in lean direct injection combustion for advanced gas turbine engines, including aircraft engines. Liquid fuel in a form of jet is injected directly into a cylindrical combustion chamber from the combustion chamber wall surface in a direction opposite to the direction of the swirling air at an angle of from about 50.degree. to about 60.degree. with respect to a tangential line of the cylindrical combustion chamber and at a fuel-lean condition, with a liquid droplet momentum to air momentum ratio in the range of from about 0.05 to about 0.12. Advanced gas turbines benefit from lean direct wall injection combustion. The lean direct wall injection technique of the present invention provides fast, uniform, well-stirred mixing of fuel and air. In addition, in order to further improve combustion, the fuel can be injected at a venturi located in the combustion chamber at a point adjacent the air swirler.

Investigation of flameholding characteristics in a kerosene-fueled scramjet combustor with tandem dual-cavity

NASA Astrophysics Data System (ADS)

Wang, Yu-hang; Song, Wen-yan; Shi, De-yong

2017-11-01

The flameholding characteristics in a kerosene-fueled scramjet combustor with a tandem dual-cavity were investigated experimentally under various inlet stagnation pressure conditions. Flame stabilization locations were judged by the pressure distributions and flame luminescence images. The results show that at lower and higher equivalence ratios, the flame was stabilized in the downstream and upstream cavities, respectively. While at intermediate range of equivalence ratio the flame was oscillating between the two cavities. The inlet stagnation pressure has a significant impact on the flameholding characteristics by affecting the relative pressure rise and the flame speed. The transition of flame stabilization location can occur in a higher local flow Mach number in the case of the higher inlet stagnation pressure.

Parametric study of combustion oscillation in a single-side expansion scramjet combustor

NASA Astrophysics Data System (ADS)

Ouyang, Hao; Liu, Weidong; Sun, Mingbo

2016-10-01

As a promising candidate for future air-breathing systems, the viability and efficiency of scramjet propulsion is challenged by a variety of factors including the combustion oscillation in scramjet combustor. A series of comparative experiments focusing on the combustion oscillation issue has been carried out in the present work. The obtained experimental results show that as the global equivalence ratio increases, the combustion oscillation becomes more regular and frequent which is the most intensive in the vicinity of the fuel jet and the periodic combustion oscillation is more possible when the injectors and flame-holding cavity are mounted on the expansion-side wall. In order to avoid the combustion oscillation in scramjet combustor, distributed injection scheme is an effective method which can induce two parts interacting stable flame. In addition, the results reveal that the varying fuel including hydrogen, ethylene and kerosene with different chemical kinetics has a significant effect on the reaction process in scramjet combustor, which can result in stable combustion, periodic oscillation and failed ignition respectively on the same operating condition of this paper. We believe that the present work is helpful to the designing of scramjet propulsion device.

Three-dimensional analysis of the Pratt and Whitney alternate design SSME fuel turbine

NASA Technical Reports Server (NTRS)

Kirtley, K. R.; Beach, T. A.; Adamczyk, J. J.

1991-01-01

The three dimensional viscous time-mean flow in the Pratt and Whitney alternate design space shuttle main engine fuel turbine is simulated using the average passage Navier-Stokes equations. The migration of secondary flows generated by upstream blade rows and their effect on the performance of downstream blade rows is studied. The present simulation confirms that the flow in this two stage turbine is highly three dimensional and dominated by the tip leakage flow. The tip leakage vortex generated by the first blade persists through the second blade and adversely affects its performance. The greatest mixing of the inlet total temperature distortion occurs in the second vane and is due to the large leakage vortex generated by the upstream rotor. It is assumed that the predominant spanwise mixing mechanism in this low aspect ratio turbine is the radial transport due to the deterministically unsteady vortical flow generated by upstream blade rows. A by-product of the analysis is accurate pressure and heat loads for all blade rows under the influence of neighboring blade rows. These aero loads are useful for advanced structural analysis of the vanes and blades.

Three-dimensional numerical simulation of a continuously rotating detonation in the annular combustion chamber with a wide gap and separate delivery of fuel and oxidizer

NASA Astrophysics Data System (ADS)

Frolov, S. M.; Dubrovskii, A. V.; Ivanov, V. S.

2016-07-01

The possibility of integrating the Continuous Detonation Chamber (CDC) in a gas turbine engine (GTE) is demonstrated by means of three-dimensional (3D) numerical simulations, i. e., the feasibility of the operation process in the annular combustion chamber with a wide gap and with separate feeding of fuel (hydrogen) and oxidizer (air) is proved computationally. The CDC with an upstream isolator damping pressure disturbances propagating towards the compressor is shown to exhibit a gain in the total pressure of 15% as compared with the same combustion chamber operating in the deflagration mode.

Dispersion, Mixing, and Combustion in Uniform- and Variable-Density Air-Breathing High-Speed Propulsion Flows

DTIC Science & Technology

2013-08-28

and dispersion whose behavior is relevant to fuel-injection in propulsion devices. The latter investigations were conducted in water that allows...initially sharp scalar gradients in this high Schmidt-number fluid medium ( water : ⁄ ). Generally, such scalar plumes re reported to exhibit... Flowmetering : The Characteristics of Cylindrical Nozzles with Sharp Upstream Edges. Int. J. Heat and Fluid Flow 1(3):123-132. 3. Research personnel

Segmented annular combustor

DOEpatents

Reider, Samuel B.

1979-01-01

An industrial gas turbine engine includes an inclined annular combustor made up of a plurality of support segments each including inner and outer walls of trapezoidally configured planar configuration extents and including side flanges thereon interconnected by means of air cooled connector bolt assemblies to form a continuous annular combustion chamber therebetween and wherein an air fuel mixing chamber is formed at one end of the support segments including means for directing and mixing fuel within a plenum and a perforated header plate for directing streams of air and fuel mixture into the combustion chamber; each of the outer and inner walls of each of the support segments having a ribbed lattice with tracks slidably supporting porous laminated replaceable panels and including pores therein for distributing combustion air into the combustion chamber while cooling the inner surface of each of the panels by transpiration cooling thereof.

An interactive computer code for calculation of gas-phase chemical equilibrium (EQLBRM)

NASA Technical Reports Server (NTRS)

Pratt, B. S.; Pratt, D. T.

1984-01-01

A user friendly, menu driven, interactive computer program known as EQLBRM which calculates the adiabatic equilibrium temperature and product composition resulting from the combustion of hydrocarbon fuels with air, at specified constant pressure and enthalpy is discussed. The program is developed primarily as an instructional tool to be run on small computers to allow the user to economically and efficiency explore the effects of varying fuel type, air/fuel ratio, inlet air and/or fuel temperature, and operating pressure on the performance of continuous combustion devices such as gas turbine combustors, Stirling engine burners, and power generation furnaces.

Understanding cathode flooding and dry-out for water management in air breathing PEM fuel cells

NASA Astrophysics Data System (ADS)

Paquin, Mathieu; Fréchette, Luc G.

An analysis of water management in air breathing small polymer electrolyte membrane fuel cells (PEMFCs) is presented. Comprehensive understanding of flooding and dry-out limiting phenomena is presented through a combination of analytical modeling and experimental investigations using a small PEMFC prototype. Configurations of the fuel cell with different heat and mass transfer properties are experimentally evaluated to assess the impact of thermal resistance and mass transport resistance on water balance. Manifestation of dry-out and flooding problems, as limiting phenomena, are explained through a ratio between these two resistances. Main conclusions are that decreasing the ratio between thermal and mass transport resistance under a certain point leads to flooding problems in air breathing PEMFC. Increasing this ratio leads to dry-out of the polymer electrolyte membrane. However, too high thermal resistance or too low mass transport resistance reduces the limiting current by pushing forward the dry-out problem. This work provides a framework to achieve the proper balance between thermal rejection and mass transport to optimize the maximum current density of free convection fuel cells.

An Experimental Investigation of Self-Excited Combustion Dynamics in a Single Element Lean Direct Injection (LDI) Combustor

NASA Astrophysics Data System (ADS)

Gejji, Rohan M.

The management of combustion dynamics in gas turbine combustors has become more challenging as strict NOx/CO emission standards have led to engine operation in a narrow, lean regime. While premixed or partially premixed combustor configurations such as the Lean Premixed Pre-vaporized (LPP), Rich Quench Lean burn (RQL), and Lean Direct Injection (LDI) have shown a potential for reduced NOx emissions, they promote a coupling between acoustics, hydrodynamics and combustion that can lead to combustion instabilities. These couplings can be quite complex, and their detailed understanding is a pre-requisite to any engine development program and for the development of predictive capability for combustion instabilities through high-fidelity models. The overarching goal of this project is to assess the capability of high-fidelity simulation to predict combustion dynamics in low-emissions gas turbine combustors. A prototypical lean-direct-inject combustor was designed in a modular configuration so that a suitable geometry could be found by test. The combustor comprised a variable length air plenum and combustion chamber, air swirler, and fuel nozzle located inside a subsonic venturi. The venturi cross section and the fuel nozzle were consistent with previous studies. Test pressure was 1 MPa and variables included geometry and acoustic resonance, inlet temperatures, equivalence ratio, and type of liquid fuel. High-frequency pressure measurements in a well-instrumented metal chamber yielded frequencies and mode shapes as a function of inlet air temperature, equivalence ratio, fuel nozzle placement, and combustor acoustic resonances. The parametric survey was a significant effort, with over 105 tests on eight geometric configurations. A good dataset was obtained that could be used for both operating-point-dependent quantitative comparisons, and testing the ability of the simulation to predict more global trends. Results showed a very strong dependence of instability amplitude on the geometric configuration of the combustor, i.e., its acoustic resonance characteristics, with measured pressure fluctuation amplitudes ranged from 5 kPa (0.5% of mean pressure) to 200 kPa ( 20% of mean pressure) depending on combustor geometry. The stability behavior also showed a consistent and pronounced dependence on equivalence ratio and inlet air temperature. Instability amplitude increased with higher equivalence ratio and with lower inlet air temperature. A pronounced effect of fuel nozzle location on the combustion dynamics was also observed. Combustion instabilities with the fuel nozzle at the throat of the venturi throat were stronger than in the configuration with fuel nozzle 2.6 mm upstream of the nozzle. A second set of dynamics data was based on high-response-rate laser-based combustion diagnostics using an optically accessible combustor section. High-frequency measurements of OH*-chemiluminescence and OH-PLIF and velocity fields using PIV were obtained at a relatively stable, low equivalence ratio case and a less stable case at higher equivalence ratio. PIV measurements were performed at 5 kHz for non-reacting flow but glare from the cylindrical quartz chamber limited the field of view to a small region in the combustor. Quantitative and qualitative comparisons were made for five different combinations of geometry and operating condition that yielded discriminating stability behavior in the experiment with simulations that were carried out concurrently. Comparisons were made on the basis of trends and pressure mode data as well as with OH-PLIF measurements for the baseline geometry at equivalence ratios of 0.44 and 0.6. Overall, the ability of the simulation to match experimental data and trends was encouraging. Dynamic Mode Decomposition (DMD) analysis was performed on two sets of computations - a global 2-step chemistry mechanism and an 18-step chemistry mechanism - and the OH-PLIF images to allow comparison of dynamic patterns of heat release and OH distribution in the combustion zone. The DMD analysis was able to identify similar dominant unstable modes in the combustor. Recommendations for future work are based on the continued requirement for quantitative and spatio-temporally resolved data for direct comparison with computational efforts to develop predictive capabilities for combustion instabilities at relevant operating conditions. Discriminating instability behavior for the prototypical combustor demonstrated in this study is critical for any robust validation effort Unit physics based scaling of the current effort to multi-element combustors along with improvement in diagnostic techniques and analysis efforts are recommended for advancement in understanding of the complex physics in the multi-phase, three dimensional and turbulent combustion processes in the LDI combustor.

Thermodynamic and transport properties of air and its products of combustion with ASTMA-A-1 fuel and natural gas at 20, 30, and 40 atmospheres

NASA Technical Reports Server (NTRS)

Poferl, D. J.; Svehla, R. A.

1973-01-01

The isentropic exponent, molecular weight, viscosity, specific heat at constant pressure, thermal conductivity, Prandtl number, and enthalpy were calculated for air, the combustion products of ASTM-A-1 jet fuel and air, and the combustion products of natural gas and air. The properties were calculated over a temperature range from 300 to 2800 K in 100 K increments and for pressures of 20, 30 and 40 atmospheres. The data for natural gas and ASTM-A-1 were calculated for fuel-air ratios from zero to stoichiometric in 0.01 increments.

Combustion Gas Properties I-ASTM Jet a Fuel and Dry Air

NASA Technical Reports Server (NTRS)

Jones, R. E.; Trout, A. M.; Wear, J. D.; Mcbride, B. J.

1984-01-01

A series of computations was made to produce the equilibrium temperature and gas composition for ASTM jet A fuel and dry air. The computed tables and figures provide combustion gas property data for pressures from 0.5 to 50 atmospheres and equivalence ratios from 0 to 2.0.

Cooling Characteristics of an Experimental Tail-pipe Burner with an Annular Cooling-air Passage

NASA Technical Reports Server (NTRS)

Kaufman, Harold R; Koffel, William K

1952-01-01

The effects of tail-pipe fuel-air ratio (exhaust-gas temperatures from approximately 3060 degrees to 3825 degrees R), radial distributiion of tail-pipe fuel flow, and mass flow of combustion gas and the inside wall were determined for an experimental tail-pipe burner cooled by air flowing through and insulated cooling-air to combustion gas mass flow from 0.066 to 0.192 were also determined.

Quantitative analysis of the near-wall mixture formation process in a passenger car direct-injection diesel engine by using linear raman spectroscopy.

PubMed

Taschek, Marco; Egermann, Jan; Schwarz, Sabrina; Leipertz, Alfred

2005-11-01

Optimum fuel preparation and mixture formation are core issues in the development of modern direct-injection (DI) Diesel engines, as these are crucial for defining the border conditions for the subsequent combustion and pollutant formation process. The local fuel/air ratio can be seen as one of the key parameters for this optimization process, as it allows the characterization and comparison of the mixture formation quality. For what is the first time to the best of our knowledge, linear Raman spectroscopy is used to detect the fuel/air ratio and its change along a line of a few millimeters directly and nonintrusively inside the combustion bowl of a DI Diesel engine. By a careful optimization of the measurement setup, the weak Raman signals could be separated successfully from disturbing interferences. A simultaneous measurement of the densities of air and fuel was possible along a line of about 10 mm length, allowing a time- and space-resolved measurement of the local fuel/air ratio. This could be performed in a nonreacting atmosphere as well as during fired operating conditions. The positioning of the measurement volume next to the interaction point of one of the spray jets with the wall of the combustion bowl allowed a near-wall analysis of the mixture formation process for a six-hole nozzle under varying injection and engine conditions. The results clearly show the influence of the nozzle geometry and preinjection on the mixing process. In contrast, modulation of the intake air temperature merely led to minor changes of the fuel concentration in the measurement volume.

Quantitative analysis of the near-wall mixture formation process in a passenger car direct-injection Diesel engine by using linear Raman spectroscopy

NASA Astrophysics Data System (ADS)

Taschek, Marco; Egermann, Jan; Schwarz, Sabrina; Leipertz, Alfred

2005-11-01

Optimum fuel preparation and mixture formation are core issues in the development of modern direct-injection (DI) Diesel engines, as these are crucial for defining the border conditions for the subsequent combustion and pollutant formation process. The local fuel/air ratio can be seen as one of the key parameters for this optimization process, as it allows the characterization and comparison of the mixture formation quality. For what is the first time to the best of our knowledge, linear Raman spectroscopy is used to detect the fuel/air ratio and its change along a line of a few millimeters directly and nonintrusively inside the combustion bowl of a DI Diesel engine. By a careful optimization of the measurement setup, the weak Raman signals could be separated successfully from disturbing interferences. A simultaneous measurement of the densities of air and fuel was possible along a line of about 10 mm length, allowing a time- and space-resolved measurement of the local fuel/air ratio. This could be performed in a nonreacting atmosphere as well as during fired operating conditions. The positioning of the measurement volume next to the interaction point of one of the spray jets with the wall of the combustion bowl allowed a near-wall analysis of the mixture formation process for a six-hole nozzle under varying injection and engine conditions. The results clearly show the influence of the nozzle geometry and preinjection on the mixing process. In contrast, modulation of the intake air temperature merely led to minor changes of the fuel concentration in the measurement volume.

Experimental evaluation of two premixing-prevaporizing fuel injection concepts for a gas turbine catalytic combustor

NASA Technical Reports Server (NTRS)

Tacina, R.

1976-01-01

A premixing-prevaporizing fuel system for a gas turbine catalytic combustor has been developed and evaluated. Spatial fuel distribution and degree of vaporization were measured at inlet temperatures up to 800 K and fuel-air ratios of 0.01 and 0.025. The test pressure was 0.5 MPa; velocity was 20 m/sec. Both a multiple-jet cross-stream injector and a splash-groove injector with a 30 deg air swirler exhibited a uniform fuel distribution and a high degree of vaporization with little total pressure drop. Fuel oxidation reactions were observed at the 800 K inlet air temperature, indicating that a different design concept is necessary for application with an automotive gas turbine.

Experimental Investigation of A Twin Shaft Micro Gas-Turbine System

NASA Astrophysics Data System (ADS)

Sadig, Hussain; Sulaiman, Shaharin Anwar; Ibrahim, Idris

2013-06-01

Due to the fast depletion of fossil fuels and its negative impact on the environment, more attention has been concentrated to find new resources, policies and technologies, which meet the global needs with regard to fuel sustainability and emissions. In this paper, as a step to study the effect of burning low calorific value fuels on gas-turbine performance; a 50 kW slightly pressurized non-premixed tubular combustor along with turbocharger based twin shaft micro gas-turbine was designed and fabricated. A series of tests were conducted to characterize the system using LPG fuel. The tests include the analysis of the temperature profile, pressure and combustor efficiency as well as air fuel ratio and speed of the second turbine. The tests showed a stable operation with acceptable efficiency, air fuel ratio, and temperature gradient for the single and twin shaft turbines.

Premixed Supersonic Combustion (Rev)

DTIC Science & Technology

2015-02-20

the effects of equivalence ratio and inflow gas temperature on flame ignition, propagation, and flameout. This study was performed in collaboration...6 combustor. CFD analysis indicates this feature promotes flame holding in the combustor. The cavity spans the width of the duct and has an...Fig. 1). Figure 2 shows results from a RANS CFD study of several potential strategies based on fuel injection at the upstream end of the isolator

Co-flow anode/cathode supply heat exchanger for a solid-oxide fuel cell assembly

DOEpatents

Haltiner, Jr., Karl J.; Kelly, Sean M.

2005-11-22

In a solid-oxide fuel cell assembly, a co-flow heat exchanger is provided in the flow paths of the reformate gas and the cathode air ahead of the fuel cell stack, the reformate gas being on one side of the exchanger and the cathode air being on the other. The reformate gas is at a substantially higher temperature than is desired in the stack, and the cathode gas is substantially cooler than desired. In the co-flow heat exchanger, the temperatures of the reformate and cathode streams converge to nearly the same temperature at the outlet of the exchanger. Preferably, the heat exchanger is formed within an integrated component manifold (ICM) for a solid-oxide fuel cell assembly.

Hydraulics of outburst floods spilling over a steep-walled canyon: Implications for paleo-discharges on Mars

NASA Astrophysics Data System (ADS)

Lapotre, Mathieu; Lamb, Michael

2013-04-01

Canyons carved by outburst floods are common landforms on Earth and Mars. These canyons are generally found in fractured basalts and jointed sedimentary rocks. Flood-carved canyons commonly have steep headwalls and a roughly constant width, and are often thought to have formed from upstream headwall propagation due to waterfall erosion. Because morphology is readily available from satellite imagery, these canyons offer a unique opportunity to quantify the discharge of rare, catastrophic paleo-floods on Earth and Mars. However, mechanistic relationships that relate canyon size to flood discharge have yet to be developed. We propose that the width of a canyon headwall in fractured rock is set by the spatial distribution of erosion around the rim of the canyon, which is controlled by the distribution of shear stresses induced by the overflowing water as it is focused into the canyon head. We test this hypothesis by performing a series of numerical simulations of flood-water focusing using ANUGA Hydro, a 2D-depth averaged, fully turbulent, hydraulic numerical modeling suite allowing for Froude-number transitions. The numerical simulations were designed to explore five dimensionless variables: the aspect ratio of the canyon (length normalized by width), the canyon width to flood-water width ratio, the canyon width to normal-flow depth ratio, the Froude number, and the topographic gradient upstream of the canyon. Preliminary results show that flow focusing leads to increased shear stresses at the canyon head compared to the sides of the canyon for subcritical floods and higher canyon aspect ratios. This suggests that proto-canyons start growing from a topographic defect in all directions until they reach a critical length for the side walls to dry. Once this critical length is attained, canyons focus most of the flood waters into their heads, and propagate upstream only, maintaining roughly constant widths. Preliminary results suggest that canyon width may be used to reconstruct the discharge of paleo-flood events on Mars and Earth.

Modeling the burnout of solid polydisperse fuel under the conditions of external heat transfer

NASA Astrophysics Data System (ADS)

Skorik, I. A.; Goldobin, Yu. M.; Tolmachev, E. M.; Gal'perin, L. G.

2013-11-01

A self-similar burnout mode of solid polydisperse fuel is considered taking into consideration heat transfer between fuel particles, gases, and combustion chamber walls. A polydisperse composition of fuel is taken into account by introducing particle distribution functions by radiuses obtained for the kinetic and diffusion combustion modes. Equations for calculating the temperatures of particles and gases are presented, which are written for particles average with respect to their distribution functions by radiuses taking into account the fuel burnout ratio. The proposed equations take into consideration the influence of fuel composition, air excess factor, and gas recirculation ratio. Calculated graphs depicting the variation of particle and gas temperatures, and the fuel burnout ratio are presented for an anthracite-fired boiler.

Nitric oxide formation in gas turbine engines: A theoretical and experimental study. Ph.D. Thesis - Nov. 1975. Final Report

NASA Technical Reports Server (NTRS)

Mikus, T.; Heywood, J. B.; Hicks, R. E.

1978-01-01

A modified Zeldovich kinetic scheme was used to predict nitric oxide formation in the burned gases. Nonuniformities in fuel-air ratio in the primary zone were accounted for by a distribution of fuel-air ratios. This was followed by one or more dilution zones in which a Monte Carlo calculation was employed to follow the mixing and dilution processes. Predictions of NOX emissions were compared with various available experimental data, and satisfactory agreement was achieved. In particular, the model is applied to the NASA swirl-can modular combustor. The operating characteristics of this combustor which can be inferred from the modeling predictions are described. Parametric studies are presented which examine the influence of the modeling parameters on the NOX emission level. A series of flow visualization experiments demonstrates the fuel droplet breakup and turbulent recirculation processes. A tracer experiment quantitatively follows the jets from the swirler as they move downstream and entrain surrounding gases. Techniques were developed for calculating both fuel-air ratio and degree of nonuniformity from measurements of CO2, CO, O2, and hydrocarbons. A burning experiment made use of these techniques to map out the flow field in terms of local equivalence ratio and mixture nonuniformity.

Analysis of Fuel Vaporization, Fuel-Air Mixing, and Combustion in Integrated Mixer-Flame Holders

NASA Technical Reports Server (NTRS)

Deur, J. M.; Cline, M. C.

2004-01-01

Requirements to limit pollutant emissions from the gas turbine engines for the future High-Speed Civil Transport (HSCT) have led to consideration of various low-emission combustor concepts. One such concept is the Integrated Mixer-Flame Holder (IMFH). This report describes a series of IMFH analyses performed with KIVA-II, a multi-dimensional CFD code for problems involving sprays, turbulence, and combustion. To meet the needs of this study, KIVA-II's boundary condition and chemistry treatments are modified. The study itself examines the relationships between fuel vaporization, fuel-air mixing, and combustion. Parameters being considered include: mixer tube diameter, mixer tube length, mixer tube geometry (converging-diverging versus straight walls), air inlet velocity, air inlet swirl angle, secondary air injection (dilution holes), fuel injection velocity, fuel injection angle, number of fuel injection ports, fuel spray cone angle, and fuel droplet size. Cases are run with and without combustion to examine the variations in fuel-air mixing and potential for flashback due to the above parameters. The degree of fuel-air mixing is judged by comparing average, minimum, and maximum fuel/air ratios at the exit of the mixer tube, while flame stability is monitored by following the location of the flame front as the solution progresses from ignition to steady state. Results indicate that fuel-air mixing can be enhanced by a variety of means, the best being a combination of air inlet swirl and a converging-diverging mixer tube geometry. With the IMFH configuration utilized in the present study, flashback becomes more common as the mixer tube diameter is increased and is instigated by disturbances associated with the dilution hole flow.

The induction of water to the inlet air as a means of internal cooling in aircraft-engine cylinders

NASA Technical Reports Server (NTRS)

Rothrock, Addison M; Krsek, Alois, Jr; Jones, Anthony W

1943-01-01

Report presents the results of investigations conducted on a full-scale air-cooled aircraft-engine cylinder of 202-cubic inch displacement to determine the effects of internal cooling by water induction on the maximum permissible power and output of an internal-combustion engine. For a range of fuel-air and water-fuel ratios, the engine inlet pressure was increased until knock was detected aurally, the power was then decreased 7 percent holding the ratios constant. The data indicated that water was a very effective internal coolant, permitting large increases in engine power as limited by either knock or by cylinder temperatures.

Application of automobile emission control technology to light piston aircraft engines

NASA Technical Reports Server (NTRS)

Tripp, D.; Kittredge, G.

1976-01-01

The possibility was evaluated for achieving the EPA Standards for HC and CO emissions through the use of air-fuel ratio enleanment at selected power modes combined with improved air-fuel mixture preparation, and in some cases improved cooling. Air injection was also an effective approach for the reduction of HC and CO, particularly when combined with exhaust heat conservation techniques such as exhaust port liners.

Bidirectional Pressure-Regulator System

NASA Technical Reports Server (NTRS)

Burke, Kenneth; Miller, John R.

2008-01-01

A bidirectional pressure-regulator system has been devised for use in a regenerative fuel cell system. The bidirectional pressure-regulator acts as a back-pressure regulator as gas flows through the bidirectional pressure-regulator in one direction. Later, the flow of gas goes through the regulator in the opposite direction and the bidirectional pressure-regulator operates as a pressure- reducing pressure regulator. In the regenerative fuel cell system, there are two such bidirectional regulators, one for the hydrogen gas and another for the oxygen gas. The flow of gases goes from the regenerative fuel cell system to the gas storage tanks when energy is being stored, and reverses direction, flowing from the storage tanks to the regenerative fuel cell system when the stored energy is being withdrawn from the regenerative fuel cell system. Having a single bidirectional regulator replaces two unidirectional regulators, plumbing, and multiple valves needed to reverse the flow direction. The term "bidirectional" refers to both the bidirectional nature of the gas flows and capability of each pressure regulator to control the pressure on either its upstream or downstream side, regardless of the direction of flow.

On the Experimental and Theoretical Investigations of Lean Partially Premixed Combustion, Burning Speed, Flame Instability and Plasma Formation of Alternative Fuels at High Temperatures and Pressures

NASA Astrophysics Data System (ADS)

Askari, Omid

This dissertation investigates the combustion and injection fundamental characteristics of different alternative fuels both experimentally and theoretically. The subjects such as lean partially premixed combustion of methane/hydrogen/air/diluent, methane high pressure direct-injection, thermal plasma formation, thermodynamic properties of hydrocarbon/air mixtures at high temperatures, laminar flames and flame morphology of synthetic gas (syngas) and Gas-to-Liquid (GTL) fuels were extensively studied in this work. These subjects will be summarized in three following paragraphs. The fundamentals of spray and partially premixed combustion characteristics of directly injected methane in a constant volume combustion chamber have been experimentally studied. The injected fuel jet generates turbulence in the vessel and forms a turbulent heterogeneous fuel-air mixture in the vessel, similar to that in a Compressed Natural Gas (CNG) Direct-Injection (DI) engines. The effect of different characteristics parameters such as spark delay time, stratification ratio, turbulence intensity, fuel injection pressure, chamber pressure, chamber temperature, Exhaust Gas recirculation (EGR) addition, hydrogen addition and equivalence ratio on flame propagation and emission concentrations were analyzed. As a part of this work and for the purpose of control and calibration of high pressure injector, spray development and characteristics including spray tip penetration, spray cone angle and overall equivalence ratio were evaluated under a wide range of fuel injection pressures of 30 to 90 atm and different chamber pressures of 1 to 5 atm. Thermodynamic properties of hydrocarbon/air plasma mixtures at ultra-high temperatures must be precisely calculated due to important influence on the flame kernel formation and propagation in combusting flows and spark discharge applications. A new algorithm based on the statistical thermodynamics was developed to calculate the ultra-high temperature plasma composition and thermodynamic properties. The method was applied to compute the thermodynamic properties of hydrogen/air and methane/air plasma mixtures for a wide range of temperatures (1,000-100,000 K), pressures (10-6-100 atm) and different equivalence ratios within flammability limit. In calculating the individual thermodynamic properties of the atomic species, the Debye-Huckel cutoff criterion has been used for terminating the series expression of the electronic partition function. A new differential-based multi-shell model was developed in conjunction with Schlieren photography to measure laminar burning speed and to study the flame instabilities for different alternative fuels such as syngas and GTL. Flame instabilities such as cracking and wrinkling were observed during flame propagation and discussed in terms of the hydrodynamic and thermo-diffusive effects. Laminar burning speeds were measured using pressure rise data during flame propagation and power law correlations were developed over a wide range of temperatures, pressures and equivalence ratios. As a part of this work, the effect of EGR addition and substitution of nitrogen with helium in air on flame morphology and laminar burning speed were extensively investigated. The effect of cell formation on flame surface area of syngas fuel in terms of a newly defined parameter called cellularity factor was also evaluated. In addition to that the experimental onset of auto-ignition and theoretical ignition delay times of premixed GTL/air mixture were determined at high pressures and low temperatures over a wide range of equivalence ratios.

Long-term evaluation of solid oxide fuel cell candidate materials in a 3-cell generic short stack fixture, Part II: sealing glass stability, microstructure and interfacial reactions.

DOE Office of Scientific and Technical Information (OSTI.GOV)

Chou, Y. S.; Stevenson, Jeffry W.; Choi, Jung-Pyung

2014-03-15

A generic solid oxide fuel cell stack test fixture was developed to evaluate candidate materials and processing methods under realistic conditions. Part I of the work addressed the stack fixture, seal system and cell performance of a 3-cell short stack tested at 800oC for 6000h. Commercial NiO-YSZ anode-supported thin YSZ electrolyte cells with LSM cathodes were used for assessment and were tested in constant current mode with dilute (~50% H2) fuel versus air. Part II of the work examined the sealing glass stability, microstructure development, interfacial reactions, and volatility issues. Part III of the work investigated the stability of Ce-(Mn,Co)more » spinel coating, AISI441 metallic interconnect, alumina coating, and cell degradation. After 6000h of testing, the refractory sealing glass YSO77 (Ba-Sr-Y-B-Si) showed desirable chemical compatibility with YSZ electrolyte in that no discernable interfacial reaction was identified, consistent with thermodynamic calculations. In addition, no glass penetration into the thin electrolyte was observed. At the aluminized AISI441 interface, the protective alumina coating appeared to be corroded by the sealing glass. Air side interactions appeared to be more severe than fuel side interactions. Metal species such as Cr, Mn, and Fe were detected in the glass, but were limited to the vicinity of the interface. No alkaline earth chromates were found at the air side. Volatility was also studied in a similar glass and weight loss in a wet reducing environment was determined. Using the steady-state volatility data, the life time (40,000h) weight loss of refractory sealing glass YSO77 was estimated to be less than 0.1 wt%.« less

Moffatt eddies at an interface

NASA Astrophysics Data System (ADS)

Shtern, Vladimir

2014-12-01

It is shown that an infinite set of eddies can develop near the interface-wall intersection in a two-fluid flow. A striking feature is that the eddy occurrence depends on from what side of the interface the flow is driven. In air-water flows where the viscosity ratio is 0.018, the eddies develop if a driving source is located on (i) the air side for , (ii) any side for , and (iii) the water side for , where is the upper interface-wall angle.

Combustor exhaust-emissions and blowout-limits with diesel number 2 and jet A fuels utilizing air-atomizing and pressure atomizing nozzles

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1975-01-01

Experimental tests with diesel number 2 and Jet A fuels were conducted in a combustor segment to obtain comparative data on exhaust emissions and blowout limits. An air-atomizing nozzle was used to inject the fuels. Tests were also made with diesel number 2 fuel using a pressure-atomizing nozzle to determine the effectiveness of the air-atomizing nozzle in reducing exhaust emissions. Test conditions included fuel-air ratios of 0.008 to 0.018, inlet-air total pressures and temperatures of 41 to 203 newtons per square centimeter and 477 to 811 K, respectively, and a reference velocity of 21.3 meters per second. Smoke number and unburned hydrocarbons were twice as high with diesel number 2 as with Jet A fuel. This was attributed to diesel number 2 having a higher concentration of aromatics and lower volatility than Jet A fuel. Oxides of nitrogen, carbon monoxide, and blowout limits were approximately the same for the two fuels. The air-atomizing nozzle, as compared with the pressure-atomizing nozzle, reduced oxides-of-nitrogen by 20 percent, smoke number by 30 percent, carbon monoxide by 70 percent, and unburned hydrocarbons by 50 percent when used with diesel number 2 fuel.

7. DETAIL CENTRAL PIER (SKEWBACK) WITH BREAKWATER, UPSTREAM (EAST) SIDE. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. DETAIL CENTRAL PIER (SKEWBACK) WITH BREAKWATER, UPSTREAM (EAST) SIDE. NOTE FRACTURES ALONG BARREL ARCH EXTRADOS. - Roaring Creek Bridge, State Road 2005 spanning Roaring Creek in Locust Township, Slabtown, Columbia County, PA

A light hydrocarbon fuel processor producing high-purity hydrogen

NASA Astrophysics Data System (ADS)

Löffler, Daniel G.; Taylor, Kyle; Mason, Dylan

This paper discusses the design process and presents performance data for a dual fuel (natural gas and LPG) fuel processor for PEM fuel cells delivering between 2 and 8 kW electric power in stationary applications. The fuel processor resulted from a series of design compromises made to address different design constraints. First, the product quality was selected; then, the unit operations needed to achieve that product quality were chosen from the pool of available technologies. Next, the specific equipment needed for each unit operation was selected. Finally, the unit operations were thermally integrated to achieve high thermal efficiency. Early in the design process, it was decided that the fuel processor would deliver high-purity hydrogen. Hydrogen can be separated from other gases by pressure-driven processes based on either selective adsorption or permeation. The pressure requirement made steam reforming (SR) the preferred reforming technology because it does not require compression of combustion air; therefore, steam reforming is more efficient in a high-pressure fuel processor than alternative technologies like autothermal reforming (ATR) or partial oxidation (POX), where the combustion occurs at the pressure of the process stream. A low-temperature pre-reformer reactor is needed upstream of a steam reformer to suppress coke formation; yet, low temperatures facilitate the formation of metal sulfides that deactivate the catalyst. For this reason, a desulfurization unit is needed upstream of the pre-reformer. Hydrogen separation was implemented using a palladium alloy membrane. Packed beds were chosen for the pre-reformer and reformer reactors primarily because of their low cost, relatively simple operation and low maintenance. Commercial, off-the-shelf balance of plant (BOP) components (pumps, valves, and heat exchangers) were used to integrate the unit operations. The fuel processor delivers up to 100 slm hydrogen >99.9% pure with <1 ppm CO, <3 ppm CO 2. The thermal efficiency is better than 67% operating at full load. This fuel processor has been integrated with a 5-kW fuel cell producing electricity and hot water.

Performance Evaluation on Otto Engine Generator Using Gasoline and Biogas from Palm Oil Mill Effluent

NASA Astrophysics Data System (ADS)

Irvan; Trisakti, B.; Husaini, T.; Sitio, A.; Sitorus, TB

2017-06-01

Biogas is a flammable gas produced from the fermentation of organic materials by anaerobic bacteria originating from household waste manure and organic waste including palm oil mill effluent (POME). POME is mainly discharged from the sterilization unit of palm oil processing into crude palm oil. This study utilized biogas produced from liquid waste palm oil for use as fuel in the Otto engine generator 4 - stroke, type STARKE GFH1900LX with a peak power of 1.3 kW, 1.0 kW average power, bore 55 mm, stroke 40 mm, Vd 95 × 10-6 m3, Vc 10 × 10-6 m3, compression ratio of 10.5 : 1, and the number of cylinders = 1. The objective of this study is to evaluate the performance of Otto engine generator fueled with biogas that generated from POME, then comparing its performance fueled by gasoline. The performance included power, torque, specific fuel consumption, thermal efficiency, and the air-fuel ratio. Experiment was conducted by using a variation of the lamp load of 100, 200, 300, 400, and 500 W. The results revealed that the use of biogas as fuel decreased in power, torque, brake thermal efficiency, and air fuel ratio (AFR), while there is an increasing of value specific fuel consumption (SFC).

Stabilized three-stage oxidation of DME/air mixture in a micro flow reactor with a controlled temperature profile

DOE Office of Scientific and Technical Information (OSTI.GOV)

Oshibe, Hiroshi; Nakamura, Hisashi; Tezuka, Takuya

Ignition and combustion characteristics of a stoichiometric dimethyl ether (DME)/air mixture in a micro flow reactor with a controlled temperature profile which was smoothly ramped from room temperature to ignition temperature were investigated. Special attention was paid to the multi-stage oxidation in low temperature condition. Normal stable flames in a mixture flow in the high velocity region, and non-stationary pulsating flames and/or repetitive extinction and ignition (FREI) in the medium velocity region were experimentally confirmed as expected from our previous study on a methane/air mixture. In addition, stable double weak flames were observed in the low velocity region for themore » present DME/air mixture case. It is the first observation of stable double flames by the present methodology. Gas sampling was conducted to obtain major species distributions in the flow reactor. The results indicated that existence of low-temperature oxidation was conjectured by the production of CH{sub 2}O occured in the upstream side of the experimental first luminous flame, while no chemiluminescence from it was seen. One-dimensional computation with detailed chemistry and transport was conducted. At low mixture velocities, three-stage oxidation was confirmed from profiles of the heat release rate and major chemical species, which was broadly in agreement with the experimental results. Since the present micro flow reactor with a controlled temperature profile successfully presented the multi-stage oxidations as spatially separated flames, it is shown that this flow reactor can be utilized as a methodology to separate sets of reactions, even for other practical fuels, at different temperature. (author)« less

The effect of incomplete fuel-air mixing on the lean limit and emissions characteristics of a Lean Prevaporized Premixed (LPP) combustor

NASA Technical Reports Server (NTRS)

Santavicca, D. A.; Steinberger, R. L.; Gibbons, K. A.; Citeno, J. V.; Mills, S.

1993-01-01

Results are presented from an experimental study of the effect of incomplete fuel-air mixing on the lean limit and emissions characteristics of a lean, prevaporized, premixed (LPP), coaxial mixing tube combustor. Two-dimensional exciplex fluorescence was used to characterize the degree of fuel vaporization and mixing at the combustor inlet under non-combusting conditions. These tests were conducted at a pressure of 4 atm., a temperature of 400 C, a mixer tube velocity of 100 m/sec and an equivalence ratio of .8, using a mixture of tetradecane, 1 methyl naphthalene and TMPD as a fuel simulant. Fuel-air mixtures with two distinct spatial distributions were studied. The exciplex measurements showed that there was a significant amount of unvaporized fuel at the combustor entrance in both cases. One case, however, exhibited a very non-uniform distribution of fuel liquid and vapor at the combustor entrance, i.e., with most of the fuel in the upper half of the combustor tube, while in the other case, both the fuel liquid and vapor were much more uniformly distributed across the width of the combustor entrance. The lean limit and emissions measurements were all made at a pressure of 4 atm. and a mixer tube velocity of 100 m/sec, using Jet A fuel and both fuel-air mixture distributions. Contrary to what was expected, the better mixed case was found to have a substantially leaner operating limit. The two mixture distributions also unexpectedly resulted in comparable NO(x) emissions, for a given equivalence ratio and inlet temperature, however, lower NO(x) emissions were possible in the better mixed case due to its leaner operating limit.

Thermochemical properties of flame gases from fine wildland fuels

Treesearch

Frank A. Albini

1979-01-01

Describes a theoretical model for calculating thermochemical properties of the gaseous fuel that burns in the free flame at the edge of a spreading fire in fine forest fuels. Predicted properties are the heat of combustion, stoichiometric air/fuel mass ratio, mass-averaged temperature, and mass fraction of unburned fuel in the gas mixture emitted from the flame-...

DOE Office of Scientific and Technical Information (OSTI.GOV)

Belsom, Keith Cletus; McMahan, Kevin Weston; Thomas, Larry Lou

A fuel nozzle for a gas turbine generally includes a main body having an upstream end axially separated from a downstream end. The main body at least partially defines a fuel supply passage that extends through the upstream end and at least partially through the main body. A fuel distribution manifold is disposed at the downstream end of the main body. The fuel distribution manifold includes a plurality of axially extending passages that extend through the fuel distribution manifold. A plurality of fuel injection ports defines a flow path between the fuel supply passage and each of the plurality ofmore » axially extending passages.« less

40 CFR 1065.546 - Validation of minimum dilution ratio for PM batch sampling.

Code of Federal Regulations, 2012 CFR

2012-07-01

... chemical balance terms as given in § 1065.655(e). You may determine the raw exhaust flow rate based on the measured intake air and dilute exhaust molar flow rates and the dilute exhaust chemical balance terms as... air, fuel rate measurements, and fuel properties, consistent with good engineering judgment. (b...

40 CFR 1065.546 - Validation of minimum dilution ratio for PM batch sampling.

Code of Federal Regulations, 2013 CFR

2013-07-01

... chemical balance terms as given in § 1065.655(e). You may determine the raw exhaust flow rate based on the measured intake air and dilute exhaust molar flow rates and the dilute exhaust chemical balance terms as... air, fuel rate measurements, and fuel properties, consistent with good engineering judgment. (b...

40 CFR 1065.546 - Verification of minimum dilution ratio for PM batch sampling.

Code of Federal Regulations, 2014 CFR

2014-07-01

... chemical balance terms as given in § 1065.655(e). You may determine the raw exhaust flow rate based on the measured intake air and dilute exhaust molar flow rates and the dilute exhaust chemical balance terms as... air, fuel rate measurements, and fuel properties, consistent with good engineering judgment. (b...

Air pollution effects due to deregulation of the electric industry

NASA Astrophysics Data System (ADS)

Davoodi, Khojasteh Riaz

The Energy Policy Act of 1992 introduced the concept of open-access into the electric utility industry which allows privately-owned utilities to transmit power produced by non-utility generators and independent power producers (IPPs). In April 1996, the Federal Energy Regulatory Commission (FERC) laid down the final rules (Orders No. 888 & No. 889), which required utilities to open their transmission lines to any power producer and charge them no more than what they pay for the use of their own lines. These rules set the stage for the retail sale of electricity to industrial, commercial and residential utility customers; non-utility generators (Nugs); and power marketers. These statutory, regulatory and administrative changes create for the electric utility industry two different forces that contradict each other. The first is the concept of competition among utility companies; this places a greater emphasis on electric power generation cost control and affects generation/fuel mix selection and demand side management (DSM) activities. The second force, which is converse to the first, is that utilities are major contributors to the air pollution burden in the United States and environmental concerns are forcing them to reduce emissions of air pollutants by using more environmentally friendly fuels and implementing energy saving programs. This study evaluates the impact of deregulation within the investor owned electric utilities and how this deregulation effects air quality by investigating the trend in demand side management programs and generation/fuel mix. A survey was conducted of investor owned utilities and independent power producers. The results of the survey were analyzed by analysis of variance and regression analysis to determine the impact to Air Pollution. An air Quality Impact model was also developed in this study. This model consists of six modules: (1) demand side management and (2) consumption of coal, (3) gas, (4) renewable, (5) oil and (6) nuclear sources until the year 2005. Each module was analyzed separately and the result from each module was transferred into the Air Quality Impact model. The model assesses the changes in electricity generation within each module due to deregulation and these changes can then be correlated to the emission of air pollutants in the United States.

Local potential evolutions during proton exchange membrane fuel cell operation with dead-ended anode - Part I: Impact of water diffusion and nitrogen crossover

NASA Astrophysics Data System (ADS)

Abbou, S.; Dillet, J.; Maranzana, G.; Didierjean, S.; Lottin, O.

2017-02-01

Operating a PEMFC with a dead-ended anode may lead to local fuel-starvation because of water and possibly nitrogen accumulation in the anode compartment. In previous works, we used a segmented linear cell with reference electrodes to monitor simultaneously the local potentials and current densities during dead-ended anode operation. The results indicated that water transport as well as nitrogen crossover through the membrane were most probably the two key factors governing fuel starvation. In this first from a set of two papers, we evaluated with more details the contributions of nitrogen crossover and water transport to hydrogen starvation. To assess nitrogen contribution, the fuel cell cathode compartment was first supplied with pure oxygen instead of air. The results showed that in the absence of nitrogen (in the cathode side) the fuel starvation was much slower than with air, suggesting that nitrogen contribution cannot be neglected. On the other hand, the contribution of water flooding to hydrogen starvation was investigated by using different cooling temperature on the cathode and anode sides in order to drive water toward the colder plate. The results showed that with a colder anode side, fuel starvation was faster. In the opposite case of a hotter anode plate, water accumulation in the anode compartment was limited, nitrogen crossover through the membrane was the main reason for hydrogen starvation in this case. To fully assess the impact of the thermal configurations on membrane-electrode assembly (MEA) degradation, aging protocols with a dead-ended anode and a fixed closing time were also performed. The results showed that operation with a hotter anode could help to limit significantly cathode ElectroChemical Surface Area (ECSA) losses along the cell area and performance degradation induced by hydrogen starvation.

Pure rotational CARS thermometry studies of low-temperature oxidation kinetics in air and ethene-air nanosecond pulse discharge plasmas

NASA Astrophysics Data System (ADS)

Zuzeek, Yvette; Choi, Inchul; Uddi, Mruthunjaya; Adamovich, Igor V.; Lempert, Walter R.

2010-03-01

Pure rotational CARS thermometry is used to study low-temperature plasma assisted fuel oxidation kinetics in a repetitive nanosecond pulse discharge in ethene-air at stoichiometric and fuel lean conditions at 40 Torr pressure. Air and fuel-air mixtures are excited by a burst of high-voltage nanosecond pulses (peak voltage, 20 kV; pulse duration, ~ 25 ns) at a 40 kHz pulse repetition rate and a burst repetition rate of 10 Hz. The number of pulses in the burst is varied from a few pulses to a few hundred pulses. The results are compared with the previously developed hydrocarbon-air plasma chemistry model, modified to incorporate non-empirical scaling of the nanosecond discharge pulse energy coupled to the plasma with number density, as well as one-dimensional conduction heat transfer. Experimental time-resolved temperature, determined as a function of the number of pulses in the burst, is found to agree well with the model predictions. The results demonstrate that the heating rate in fuel-air plasmas is much faster compared with air plasmas, primarily due to energy release in exothermic reactions of fuel with O atoms generated by the plasma. It is found that the initial heating rate in fuel-air plasmas is controlled by the rate of radical (primarily O atoms) generation and is nearly independent of the equivalence ratio. At long burst durations, the heating rate in lean fuel air-mixtures is significantly reduced when all fuel is oxidized.

Submarine Construction (Unterseebootsbau)

DTIC Science & Technology

1972-08-01

PIPE FOR THE SNORKEL EXHAUST MAST 11 AIR EXIT (GENERALLY TO MAIN AIR INDUCTION LINE) 12 EXHAUST GAS INLET FROM EXHAUST GAS LINE SIDE VIEW (MAST...Electric Engine 76 Diesel Engines 79 Air Intake and Gas Exhaust Systems for the Diesel Engines 79 Diesel Fuel and Pressurized Water System 82...Lines of a Submarine ■. 31 Figure 6 - Lines of a Submersible 31 Figure 7 - Twin- Screw Stern Configurations 34 Figure 8 - Single- Screw Stern

Exposure chamber

DOEpatents

Moss, Owen R.

1980-01-01

A chamber for exposing animals, plants, or materials to air containing gases or aerosols is so constructed that catch pans for animal excrement, for example, serve to aid the uniform distribution of air throughout the chamber instead of constituting obstacles as has been the case in prior animal exposure chambers. The chamber comprises the usual imperforate top, bottom and side walls. Within the chamber, cages and their associated pans are arranged in two columns. The pans are spaced horizontally from the walls of the chamber in all directions. Corresponding pans of the two columns are also spaced horizontally from each other. Preferably the pans of one column are also spaced vertically from corresponding pans of the other column. Air is introduced into the top of the chamber and withdrawn from the bottom. The general flow of air is therefore vertical. The effect of the horizontal pans is based on the fact that a gas flowing past the edge of a flat plate that is perpendicular to the flow forms a wave on the upstream side of the plate. Air flows downwardly between the chamber walls and the outer edges of the pan. It also flows downwardly between the inner edges of the pans of the two columns. It has been found that when the air carries aerosol particles, these particles are substantially uniformly distributed throughout the chamber.

Interrogation of possible imaging conditions for radiation sensitive metal organic frameworks in transmission electron microscopes

NASA Astrophysics Data System (ADS)

Patel, Harinkumar Rajendrabhai

One of the main area of research currently in air-breathing propulsion is increasing the fuel efficiency of engines. Increasing fuel efficiency of an air-breathing engine will be advantageous for civil transport as well as military aircraft. This objective can be achieved in several ways. Present design models are developed based on their uses: commercial transport, high range rescue aircraft, military aircraft. One of the main property of military aircraft is possessing high thrust but increasing fuel efficiency will also be advantageous resulting in more time in combat. Today's engine design operates best at their design point and has reduced thrust and high fuel consumption values in off-design. The adaptive cycle engine concept was introduced to overcome this problem. The adaptive cycle engine is a variable cycle engine concept equipped with an extra bypass (3rd bypass) stream. This engine varies the bypass ratio and the fan pressure ratio, the two main parameters affecting thrust and fuel consumption values of the engine. In cruise, more flow will flow through the third stream resulting in the high bypass engine giving lower fuel consumption. on the other hand, the engine will act as a low bypass engine producing more thrust by allowing more air to flow through core while in combat. The simulation of this engine was carried out using the Numerical Propulsion System Simulation (NPSS) software. The effect of the bypass ratio and the fan pressure ratio along with Mach number were studied. After the parametric variation study, the mixture configuration was also studied. Once the effect of the parameters were understood, the best design operating point configuration was selected and then the engine performance for off-design was calculated. Optimum values of bypass ratio and fan pressure ratio were also obtained for each altitude selected for off-design performance.

121. VIEW OF CABINETS ON WEST SIDE OF LANDLINE INSTRUMENTATION ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

121. VIEW OF CABINETS ON WEST SIDE OF LANDLINE INSTRUMENTATION ROOM (206), LSB (BLDG. 751). FEATURES LEFT TO RIGHT: FACILITY DISTRIBUTION CONSOLE FOR WATER CONTROL SYSTEMS, PROPULSION ELECTRICAL CHECKOUT SYSTEM (PECOS), LOGIC CONTROL AND MONITOR UNITS FOR BOOSTER AND FUEL SYSTEMS. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 East, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

1. GENERAL VIEW OF EAST AND NORTH SIDES OF NORTH ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. GENERAL VIEW OF EAST AND NORTH SIDES OF NORTH WING; NOTE PLYWOOD COVERED WINDOWS DUE TO EXPLOSION ON LAUNCH PAD A IN MARCH 1997 WITH FIERY RAIN OF SOLID ROCKET FUEL AND PROLONGED CONCUSSION WAVES; VIEW TO SOUTHWEST. - Cape Canaveral Air Station, Launch Complex 17, Facility 36001, East end of Lighthouse Road, Cape Canaveral, Brevard County, FL

9. View to northeast. Oblique view of upstream side of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. View to northeast. Oblique view of upstream side of bridge from approximately deck level. (90mm lens) - South Fork Trinity River Bridge, State Highway 299 spanning South Fork Trinity River, Salyer, Trinity County, CA

Characteristics of transverse hydrogen jet in presence of multi air jets within scramjet combustor

NASA Astrophysics Data System (ADS)

Barzegar Gerdroodbary, M.; Fallah, Keivan; Pourmirzaagha, H.

2017-03-01

In this article, three-dimensional simulation is performed to investigate the effects of micro air jets on mixing performances of cascaded hydrogen jets within a scramjet combustor. In order to compare the efficiency of this technique, constant total fuel rate is injected through one, four, eight and sixteen arrays of portholes in a Mach 4.0 crossflow with a fuel global equivalence ratio of 0.5. In this method, micro air jets are released within fuel portholes to augment the penetration in upward direction. Extensive studies were performed by using the Reynolds-averaged Navier-Stokes equations with Menter's Shear Stress Transport (SST) turbulence model. Numerical studies on various air and fuel arrangements are done and the mixing rate and penetration are comprehensively investigated. Also, the flow feature of the fuel and air jets for different configuration is revealed. According to the obtained results, the influence of the micro air jets is significant and the presence of micro air jets increases the mixing rate about 116%, 77%, 56% and 41% for single, 4, 8 and 16 multi fuel jets, respectively. The maximum mixing rate of the hydrogen jet is obtained when the air jets are injected within the sixteen multi fuel jets. According to the circulation analysis of the flow for different air and fuel arrangements, it was found that the effects of air jets on flow structure are varied in various conditions and the presence of the micro jet highly intensifies the circulation in the case of 8 and 16 multi fuel jets.

Analysis of the Effects of Vitiates on Surface Heat Flux in Ground Tests of Hypersonic Vehicles

NASA Technical Reports Server (NTRS)

Cuda, Vincent; Gaffney, Richard L

2008-01-01

To achieve the high enthalpy conditions associated with hypersonic flight, many ground test facilities burn fuel in the air upstream of the test chamber. Unfortunately, the products of combustion contaminate the test gas and alter gas properties and the heat fluxes associated with aerodynamic heating. The difference in the heating rates between clean air and a vitiated test medium needs to be understood so that the thermal management system for hypersonic vehicles can be properly designed. This is particularly important for advanced hypersonic vehicle concepts powered by air-breathing propulsion systems that couple cooling requirements, fuel flow rates, and combustor performance by flowing fuel through sub-surface cooling passages to cool engine components and preheat the fuel prior to combustion. An analytical investigation was performed comparing clean air to a gas vitiated with methane/oxygen combustion products to determine if variations in gas properties contributed to changes in predicted heat flux. This investigation started with simple relationships, evolved into writing an engineering-level code, and ended with running a series of CFD cases. It was noted that it is not possible to simultaneously match all of the gas properties between clean and vitiated test gases. A study was then conducted selecting various combinations of freestream properties for a vitiated test gas that matched clean air values to determine which combination of parameters affected the computed heat transfer the least. The best combination of properties to match was the free-stream total sensible enthalpy, dynamic pressure, and either the velocity or Mach number. This combination yielded only a 2% difference in heating. Other combinations showed departures of up to 10% in the heat flux estimate.

Humidifier for fuel cell using high conductivity carbon foam

DOEpatents

Klett, James W.; Stinton, David P.

2006-12-12

A method and apparatus of supplying humid air to a fuel cell is disclosed. The extremely high thermal conductivity of some graphite foams lends itself to enhance significantly the ability to humidify supply air for a fuel cell. By utilizing a high conductivity pitch-derived graphite foam, thermal conductivity being as high as 187 W/m.dot.K, the heat from the heat source is more efficiently transferred to the water for evaporation, thus the system does not cool significantly due to the evaporation of the water and, consequently, the air reaches a higher humidity ratio.

119. VIEW OF NORTH SIDE OF LANDLINE INSTRUMENTATION ROOM (206), ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

119. VIEW OF NORTH SIDE OF LANDLINE INSTRUMENTATION ROOM (206), LSB (BLDG. 751). POWER DISTRIBUTION UNITS AND CABLE DISTRIBUTION UNITS ON RIGHT SIDE OF PHOTO; LOGIC CONTROL AND MONITOR UNITS FOR BOOSTER AND FUEL SYSTEMS LEFT OF AND PARALLEL TO EAST ROW OF CABINETS; SIGNAL CONDITIONERS AT NORTH END OF ROOM PERPENDICULAR TO OTHER CABINETS. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 East, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Solid oxide fuel cell with transitioned cross-section for improved anode gas management at the open end

DOEpatents

Zafred, Paolo R [Murrysville, PA; Draper, Robert [Pittsburgh, PA

2012-01-17

A solid oxide fuel cell (400) is made having a tubular, elongated, hollow, active section (445) which has a cross-section containing an air electrode (452) a fuel electrode (454) and solid oxide electrolyte (456) between them, where the fuel cell transitions into at least one inactive section (460) with a flattened parallel sided cross-section (462, 468) each cross-section having channels (472, 474, 476) in them which smoothly communicate with each other at an interface section (458).

A Preliminary Study of Flame Propagation in a Spark-ignition Engine

NASA Technical Reports Server (NTRS)

Rothrock, A M; Spencer, R C

1937-01-01

The N.A.C.A. combustion apparatus was altered to operate as a fuel-injection, spark-ignition engine, and a preliminary study was made of the combustion of gasoline-air mixtures at various air-fuel ratios. Air-fuel ratios ranging from 10 to 21.6 were investigated. Records from an optical indicator and films from a high-speed motion-picture camera were the chief sources of data. Schlieren photography was used for an additional study. The results show that the altered combustion apparatus has characteristics similar to those of a conventional spark-ignition engine and should be useful in studying phenomena in spark-ignition engines. The photographs show the flame front to be irregularly shaped rather than uniformly curved. With a theoretically correct mixture the reaction, as indicated by the photographs, is not completed in the flame front but continues for some time after the combustion front has traversed the mixture.

A Comparison of Combustion Dynamics for Multiple 7-Point Lean Direct Injection Combustor Configurations

NASA Technical Reports Server (NTRS)

Tacina, Kathleen M.; Hicks, Yolanda R.

2017-01-01

The combustion dynamics of two 7-point lean direct injection (LDI) combustor configurations are compared. This 7-point LDI configuration has a circular cross section, with a center ("pilot") fuel-air mixer surrounded by six outer ("main") fuel-air mixers. Each fuel-air mixer consists of an axial air swirler followed by a converging-diverging venturi. A simplex fuel injector is inserted through the center of the air swirler, with the fuel injector tip located near the venturi throat. All 7 fuel-air mixers are identical except for the swirler blade angle. In the 'all-60' configuration, the swirler blade angle was 60 deg for all fuel-air mixers. In the '45-60' configuration, the swirler blade angle was 60 deg on the center and 45 deg on the outer fuel-air mixers. Testing was done in a 5-atm flame tube with inlet air temperatures from 630 to 830 F and equivalence ratios from 0.2 to 0.7. Combustion dynamics were measured using a cooled PCB pressure transducer flush-mounted in the wall of the combustor test section. Both configurations had large pressure fluctuations (greater than 2 psi peak-peak) near 730 Hz, the quarter-wave frequency. The all-60 configuration also had large pressure fluctuations near 1170 Hz; the 45-60 configuration did not. The 45-60 configuration had large pressure fluctuations near 480 Hz; the all-60 configuration did not.

Internal combustion engine fuel controls. (Latest citations from the US Patent database). Published Search

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1992-12-01

The bibliography contains citations of selected patents concerning fuel control devices and methods for use in internal combustion engines. Patents describe air-fuel ratio control, fuel injection systems, evaporative fuel control, and surge-corrected fuel control. Citations also discuss electronic and feedback control, methods for engine protection, and fuel conservation. (Contains a minimum of 232 citations and includes a subject term index and title list.)

STEEL ERECTION. View of upstream side of bridge, looking north ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

STEEL ERECTION. View of upstream side of bridge, looking north from the old suspension bridge at unjoined cantilever arms - South Fork Trinity River Bridge, State Highway 299 spanning South Fork Trinity River, Salyer, Trinity County, CA

4. View to westsouthwest. Oblique view of upstream side of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. View to west-southwest. Oblique view of upstream side of bridge from approximately deck level. (90mm lens) - South Fork Trinity River Bridge, State Highway 299 spanning South Fork Trinity River, Salyer, Trinity County, CA

3. AN IMAGE LOOKING SOUTH, TOWARD THE UPSTREAM SIDE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. AN IMAGE LOOKING SOUTH, TOWARD THE UPSTREAM SIDE OF THE CENTRAL PIER AND SHOWING THE SOUTHEAST ABUTMENT AND ERODED STARLING. - Cement Plant Road Bridge, Spanning Leatherwood Creek on County Road 50 South, Bedford, Lawrence County, IN

Low NOx Heavy Fuel Combustor Concept Program

NASA Technical Reports Server (NTRS)

Novick, A. S.; Troth, D. L.

1981-01-01

The development of the technology required to operate an industrial gas turbine combustion system on minimally processed, heavy petroleum or residual fuels having high levels of fuel-bound nitrogen (FBN) while producing acceptable levels of exhaust emissions is discussed. Three combustor concepts were designed and fabricated. Three fuels were supplied for the combustor test demonstrations: a typical middle distillate fuel, a heavy residual fuel, and a synthetic coal-derived fuel. The primary concept was an air staged, variable-geometry combustor designed to produce low emissions from fuels having high levels of FBN. This combustor used a long residence time, fuel-rich primary combustion zone followed by a quick-quench air mixer to rapidly dilute the fuel rich products for the fuel-lean final burnout of the fuel. This combustor, called the rich quench lean (RQL) combustor, was extensively tested using each fuel over the entire power range of the model 570 K engine. Also, a series of parameteric tests was conducted to determine the combustor's sensitivity to rich-zone equivalence ratio, lean-zone equivalence ratio, rich-zone residence time, and overall system pressure drop. Minimum nitrogen oxide emissions were measured at 50 to 55 ppmv at maximum continuous power for all three fuels. Smoke was less than a 10 SAE smoke number.

Fuel effects on soot formation in turbojet engines. Final report, September 15, 1983-March 14, 1985

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gill, R.J.; Olson, D.B.

1985-08-01

The results of tests on how fuel composition affects the performance of three Navy aircraft engine combustors, the TF30, T56, and T53, were analyzed. The objective of this analysis was to identify which fuel property best correlated with the smoke-related measurements: radiation flux, liner temperature rise, smoke number, and smoke emissions. The effects of fuel composition were investigated by using a series of ten Naval Air Propulsion Center jet fuels with various properties, such as hydrogen contents of 12.83 to 13.82% and total aromatic hydrocarbon contents of 15.9 to 28.5%. Several laboratory combustion characteristics of these fuels were measured andmore » these characteristics were used in analysis. Altogether, 15 fuel parameters were used to correlate the 45 combustor test results. The reported operating conditions of the tests, such as inlet air pressure, inlet air temperature, or fuel/air ratio, were also used as correlating parameters to determine whether variations in these variables, nearly constant for individual tests, also affected the smoke-related test results.« less

Experimental Study of Wake / Flap Interaction Noise and the Reduction of Flap Side Edge Noise

NASA Technical Reports Server (NTRS)

Hutcheson, Florence V.; Stead, Daniel J.; Plassman, Gerald E.

2016-01-01

The effects of the interaction of a wake with a half-span flap on radiated noise are examined. The incident wake is generated by bars of various widths and lengths or by a simplified landing gear model. Single microphone and phased array measurements are used to isolate the effects of the wake interaction on the noise radiating from the flap side edge and flap cove regions. The effects on noise of the wake generator's geometry and relative placement with respect to the flap are assessed. Placement of the wake generators upstream of the flap side edge is shown to lead to the reduction of flap side edge noise by introducing a velocity deficit and likely altering the instabilities in the flap side edge vortex system. Significant reduction in flap side edge noise is achieved with a bar positioned directly upstream of the flap side edge. The noise reduction benefit is seen to improve with increased bar width, length and proximity to the flap edge. Positioning of the landing gear model upstream of the flap side edge also leads to decreased flap side edge noise. In addition, flap cove noise levels are significantly lower than when the landing gear is positioned upstream of the flap mid-span. The impact of the local flow velocity on the noise radiating directly from the landing gear is discussed. The effects of the landing gear side-braces on flap side edge, flap cove and landing gear noise are shown.

Turbomachine rotor with improved cooling

DOEpatents

Hultgren, Kent Goran; McLaurin, Leroy Dixon; Bertsch, Oran Leroy; Lowe, Perry Eugene

1998-01-01

A gas turbine rotor has an essentially closed loop cooling air scheme in which cooling air drawn from the compressor discharge air that is supplied to the combustion chamber is further compressed, cooled, and then directed to the aft end of the turbine rotor. Downstream seal rings attached to the downstream face of each rotor disc direct the cooling air over the downstream disc face, thereby cooling it, and then to cooling air passages formed in the rotating blades. Upstream seal rings attached to the upstream face of each disc direct the heated cooling air away from the blade root while keeping the disc thermally isolated from the heated cooling air. From each upstream seal ring, the heated cooling air flows through passages in the upstream discs and is then combined and returned to the combustion chamber from which it was drawn.

Turbomachine rotor with improved cooling

DOEpatents

Hultgren, K.G.; McLaurin, L.D.; Bertsch, O.L.; Lowe, P.E.

1998-05-26

A gas turbine rotor has an essentially closed loop cooling air scheme in which cooling air drawn from the compressor discharge air that is supplied to the combustion chamber is further compressed, cooled, and then directed to the aft end of the turbine rotor. Downstream seal rings attached to the downstream face of each rotor disc direct the cooling air over the downstream disc face, thereby cooling it, and then to cooling air passages formed in the rotating blades. Upstream seal rings attached to the upstream face of each disc direct the heated cooling air away from the blade root while keeping the disc thermally isolated from the heated cooling air. From each upstream seal ring, the heated cooling air flows through passages in the upstream discs and is then combined and returned to the combustion chamber from which it was drawn. 5 figs.

A Theoretical Study of Cold Air Damming.

NASA Astrophysics Data System (ADS)

Xu, Qin

1990-12-01

The dynamics of cold air damming are examined analytically with a two-layer steady state model. The upper layer is a warm and saturated cross-mountain (easterly or southeasterly onshore) flow. The lower layer is a cold mountain-parallel (northerly) jet trapped on the windward (eastern) side of the mountain. The interface between the two layers represents a coastal front-a sloping inversion layer coupling the trapped cold dome with the warm onshore flow above through pressure continuity.An analytical expression is obtained for the inviscid upper-layer flow with hydrostatic and moist adiabatic approximations. Blackadar's PBL parameterization of eddy viscosity is used in the lower-layer equations. Solutions for the mountain-parallel jet and its associated secondary transverse circulation are obtained by expanding asymptotically upon a small parameter proportional to the square root of the inertial aspect ratio-the ratio between the mountain height and the radius of inertial oscillation. The geometric shape of the sloping interface is solved numerically from a differential-integral equation derived from the pressure continuity condition imposed at the interface.The observed flow structures and force balances of cold air damming events are produced qualitatively by the model. In the cold dome the mountain-parallel jet is controlled by the competition between the mountain-parallel pressure gradient and friction: the jet is stronger with smoother surfaces, higher mountains, and faster mountain-normal geostrophic winds. In the mountain-normal direction the vertically averaged force balance in the cold dome is nearly geostrophic and controls the geometric shape of the cold dome. The basic mountain-normal pressure gradient generated in the cold dome by the negative buoyancy distribution tends to flatten the sloping interface and expand the cold dome upstream against the mountain-normal pressure gradient (produced by the upper-layer onshore wind) and Coriolis force (induced by the lower-layer mountain-parallel jet). It is found that the interface slope increases and the cold dome shrinks as the Froude number and/or upstream mountain-parallel geostrophic wind increase, or as the Rossby number, upper-layer depth, and/or surface roughness length decrease, and vice versa. The cold dome will either vanish or not be in a steady state if the Froude number is large enough or the roughness length gets too small. The theoretical findings are explained physically based on detailed analyses of the force balance along the inversion interface.

Polarization loss correction derived from hydrogen local-resistance measurement in low Pt-loaded polymer-electrolyte fuel cells

DOE PAGES

Freiberg, Anna T. S.; Tucker, Michael C.; Weber, Adam Z.

2017-04-12

The reduction of platinum-loading on the cathode side of polymer-electrolyte fuel cells leads to a poorly understood increase in mass-transport resistance (MTR) at high current densities. This local resistance was measured using a facile hydrogen-pump technique with dilute active gases for membrane-electrode assemblies with catalyst layers of varying platinum-loading (0.03-0.40 mgPt/cm²). Furthermore, polarization curves in H 2/air were measured and corrected for the overpotential caused by the increased MTR for low loadings on the air side due to the reduced concentration of reactant gas at the catalyst surface. The difference in performance after correction for all resistances including the MTRmore » is minor, suggesting its origin to be diffusive in nature, and proving the meaningfulness of the facile hydrogen-pump technique for the characterization of the cathode catalyst layer under defined operation conditions.« less

Design of the beryllium window for Brookhaven Linac Isotope Producer

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nayak, S.; Mapes, M.; Raparia, D.

2015-11-01

In the Brookhaven Linac Isotope Producer (BLIP) beam line, there were two Beryllium (Be) windows with an air gap to separate the high vacuum upstream side from low vacuum downstream side. There had been frequent window failures in the past which affected the machine productivity and increased the radiation dose received by workers due to unplanned maintenance. To improve the window life, design of Be window is reexamined. Detailed structural and thermal simulations are carried out on Be window for different design parameters and loading conditions to come up with better design to improve the window life. The new designmore » removed the air gap and connect the both beam lines with a Be window in-between. The new design has multiple advantages such as 1) reduces the beam energy loss (because of one window with no air gap), 2) reduces air activation due to nuclear radiation and 3) increased the machine reliability as there is no direct pressure load during operation. For quick replacement of this window, an aluminum bellow coupled with load binder was designed. There hasn’t been a single window failure since the new design was implemented in 2012.« less

Application of jet-shear-layer mixing and effervescent atomization to the development of a low-NO(x) combustor. Ph.D. Thesis - Purdue Univ.

NASA Technical Reports Server (NTRS)

Colantonio, Renato Olaf

1993-01-01

An investigation was conducted to develop appropriate technologies for a low-NO(x), liquid-fueled combustor. The combustor incorporates an effervescent atomizer used to inject fuel into a premixing duct. Only a fraction of the combustion air is used in the premixing process to avoid autoignition and flashback problems. This fuel-rich mixture is introduced into the remaining combustion air by a rapid jet-shear-layer-mixing process involving radial fuel-air jets impinging on axial air jets in the primary combustion zone. Computational analysis was used to provide a better understanding of the fluid dynamics that occur in jet-shear-layer mixing and to facilitate a parametric analysis appropriate to the design of an optimum low-NO(x) combustor. A number of combustor configurations were studied to assess the key combustor technologies and to validate the modeling code. The results from the experimental testing and computational analysis indicate a low-NO(x) potential for the jet-shear-layer combustor. Key parameters found to affect NO(x) emissions are the primary combustion zone fuel-air ratio, the number of axial and radial jets, the aspect ratio and radial location of the axial air jets, and the radial jet inlet hole diameter. Each of these key parameters exhibits a low-NO(x) point from which an optimized combustor was developed. Using the parametric analysis, NO(x) emissions were reduced by a factor of 3 as compared with the emissions from conventional, liquid-fueled combustors operating at cruise conditions. Further development promises even lower NO(x) with high combustion efficiency.

5. A VIEW LOOKING WEST, TOWARD THE UPSTREAM SIDE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. A VIEW LOOKING WEST, TOWARD THE UPSTREAM SIDE OF THE PIER, SHOWING THE DETERIORATED SHEARWATER EDGE, THE NORTHEAST ABUTMENT AND WING WALL. - Cement Plant Road Bridge, Spanning Leatherwood Creek on County Road 50 South, Bedford, Lawrence County, IN

16. VIEW EASTERLY ALONG THE UPSTREAM SIDE OF THE OGEE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

16. VIEW EASTERLY ALONG THE UPSTREAM SIDE OF THE OGEE SECTION OF THE SPILLWAY.... Volume XVIII, No. 13, January 29, 1940. - Prado Dam, Spillway, Santa Ana River near junction of State Highways 71 & 91, Corona, Riverside County, CA

5. Credit BG. View looking northeast at southwest facade of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. Credit BG. View looking northeast at southwest facade of Building 4505 as seen from top of Building 4500 (Control Tower). A warehouse wing adjoins southeast side of hangar at right. In far right background is Building 4511, Jet Fuel Depot for grade JP-5 fuel. - Edwards Air Force Base, North Base, Hangar, End of North Base Road, Boron, Kern County, CA

Hydrogen enrichment for low-emission jet combustion

NASA Technical Reports Server (NTRS)

Clayton, R. M.

1978-01-01

Simultaneous gaseous pollutant emission indexes (g pollutant/kg fuel) for a research combustor with inlet air at 120,900 N/sq m (11.9 atm) pressure and 727 K (849 F) temperature are as low as 1.0 for NOx and CO and 0.5 for unburned HC. Emissions data are presented for hydrogen/jet fuel (JP-5) mixes and for jet fuel only for premixed equivalence ratios from lean blowout to 0.65. Minimized emissions were achieved at an equivalence ratio of 0.38 using 10-12 mass percent hydrogen in the total fuel to depress the lean blowout limit. They were not achievable with jet fuel alone because of the onset of lean blowout at an equivalence ratio too high to reduce the NOx emission sufficiently.

Patterns of domestic exposure to carbon monoxide and particulate matter in households using biomass fuel in Janakpur, Nepal.

PubMed

Bartington, S E; Bakolis, I; Devakumar, D; Kurmi, O P; Gulliver, J; Chaube, G; Manandhar, D S; Saville, N M; Costello, A; Osrin, D; Hansell, A L; Ayres, J G

2017-01-01

Household Air Pollution (HAP) from biomass cooking fuels is a major cause of morbidity and mortality in low-income settings worldwide. In Nepal the use of open stoves with solid biomass fuels is the primary method of domestic cooking. To assess patterns of domestic air pollution we performed continuous measurement of carbon monoxide (CO) and particulate Matter (PM 2.5 ) in 12 biomass fuel households in Janakpur, Nepal. We measured kitchen PM 2.5 and CO concentrations at one-minute intervals for an approximately 48-h period using the TSI DustTrak II 8530/SidePak AM510 (TSI Inc, St. Paul MN, USA) or EL-USB-CO data logger (Lascar Electronics, Erie PA, USA) respectively. We also obtained information regarding fuel, stove and kitchen characteristics and cooking activity patterns. Household cooking was performed in two daily sessions (median total duration 4 h) with diurnal variability in pollutant concentrations reflecting morning and evening cooking sessions and peak concentrations associated with fire-lighting. We observed a strong linear relationship between PM 2.5 measurements obtained by co-located photometric and gravimetric monitoring devices, providing local calibration factors of 4.9 (DustTrak) and 2.7 (SidePak). Overall 48-h average CO and PM 2.5 concentrations were 5.4 (SD 4.3) ppm (12 households) and 417.6 (SD 686.4) μg/m 3 (8 households), respectively, with higher average concentrations associated with cooking and heating activities. Overall average PM 2.5 concentrations and peak 1-h CO concentrations exceeded WHO Indoor Air Quality Guidelines. Average hourly PM 2.5 and CO concentrations were moderately correlated (r = 0.52), suggesting that CO has limited utility as a proxy measure for PM 2.5 exposure assessment in this setting. Domestic indoor air quality levels associated with biomass fuel combustion in this region exceed WHO Indoor Air Quality standards and are in the hazardous range for human health. Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.

Constant-Pressure Combustion Charts Including Effects of Diluent Addition

NASA Technical Reports Server (NTRS)

Turner, L Richard; Bogart, Donald

1949-01-01

Charts are presented for the calculation of (a) the final temperatures and the temperature changes involved in constant-pressure combustion processes of air and in products of combustion of air and hydrocarbon fuels, and (b) the quantity of hydrocarbon fuels required in order to attain a specified combustion temperature when water, alcohol, water-alcohol mixtures, liquid ammonia, liquid carbon dioxide, liquid nitrogen, liquid oxygen, or their mixtures are added to air as diluents or refrigerants. The ideal combustion process and combustion with incomplete heat release from the primary fuel and from combustible diluents are considered. The effect of preheating the mixture of air and diluents and the effect of an initial water-vapor content in the combustion air on the required fuel quantity are also included. The charts are applicable only to processes in which the final mixture is leaner than stoichiometric and at temperatures where dissociation is unimportant. A chart is also included to permit the calculation of the stoichiometric ratio of hydrocarbon fuel to air with diluent addition. The use of the charts is illustrated by numerical examples.

122. VIEW OF CABINETS ON WEST SIDE OF LANDLINE INSTRUMENTATION ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

122. VIEW OF CABINETS ON WEST SIDE OF LANDLINE INSTRUMENTATION ROOM (206), LSB (BLDG. 751), FACING EAST. PECOS CABINET INCLUDES CONTROLS FOR PRESSURE SWITCHES, VALVES, AND PURGE; THE LOGIC AND MONITOR UNITS FOR BOOSTER AND FUEL SYSTEMS INCLUDES CONTROLS FOR MISSILE GROUND POWER AND HYDRAULICS. - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 East, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

Monte Carlo-based diode design for correction-less small field dosimetry.

PubMed

Charles, P H; Crowe, S B; Kairn, T; Knight, R T; Hill, B; Kenny, J; Langton, C M; Trapp, J V

2013-07-07

Due to their small collecting volume, diodes are commonly used in small field dosimetry. However, the relative sensitivity of a diode increases with decreasing small field size. Conversely, small air gaps have been shown to cause a significant decrease in the sensitivity of a detector as the field size is decreased. Therefore, this study uses Monte Carlo simulations to look at introducing air upstream to diodes such that they measure with a constant sensitivity across all field sizes in small field dosimetry. Varying thicknesses of air were introduced onto the upstream end of two commercial diodes (PTW 60016 photon diode and PTW 60017 electron diode), as well as a theoretical unenclosed silicon chip using field sizes as small as 5 mm × 5 mm. The metric D(w,Q)/D(Det,Q) used in this study represents the ratio of the dose to a point of water to the dose to the diode active volume, for a particular field size and location. The optimal thickness of air required to provide a constant sensitivity across all small field sizes was found by plotting D(w,Q)/D(Det,Q) as a function of introduced air gap size for various field sizes, and finding the intersection point of these plots. That is, the point at which D(w,Q)/D(Det,Q) was constant for all field sizes was found. The optimal thickness of air was calculated to be 3.3, 1.15 and 0.10 mm for the photon diode, electron diode and unenclosed silicon chip, respectively. The variation in these results was due to the different design of each detector. When calculated with the new diode design incorporating the upstream air gap, k(f(clin),f(msr))(Q(clin),Q(msr)) was equal to unity to within statistical uncertainty (0.5%) for all three diodes. Cross-axis profile measurements were also improved with the new detector design. The upstream air gap could be implanted on the commercial diodes via a cap consisting of the air cavity surrounded by water equivalent material. The results for the unclosed silicon chip show that an ideal small field dosimetry diode could be created by using a silicon chip with a small amount of air above it.

Numerical Investigation of Dual-Mode Scramjet Combustor with Large Upstream Interaction

NASA Technical Reports Server (NTRS)

Mohieldin, T. O.; Tiwari, S. N.; Reubush, David E. (Technical Monitor)

2004-01-01

Dual-mode scramjet combustor configuration with significant upstream interaction is investigated numerically, The possibility of scaling the domain to accelerate the convergence and reduce the computational time is explored. The supersonic combustor configuration was selected to provide an understanding of key features of upstream interaction and to identify physical and numerical issues relating to modeling of dual-mode configurations. The numerical analysis was performed with vitiated air at freestream Math number of 2.5 using hydrogen as the sonic injectant. Results are presented for two-dimensional models and a three-dimensional jet-to-jet symmetric geometry. Comparisons are made with experimental results. Two-dimensional and three-dimensional results show substantial oblique shock train reaching upstream of the fuel injectors. Flow characteristics slow numerical convergence, while the upstream interaction slowly increases with further iterations. As the flow field develops, the symmetric assumption breaks down. A large separation zone develops and extends further upstream of the step. This asymmetric flow structure is not seen in the experimental data. Results obtained using a sub-scale domain (both two-dimensional and three-dimensional) qualitatively recover the flow physics obtained from full-scale simulations. All results show that numerical modeling using a scaled geometry provides good agreement with full-scale numerical results and experimental results for this configuration. This study supports the argument that numerical scaling is useful in simulating dual-mode scramjet combustor flowfields and could provide an excellent convergence acceleration technique for dual-mode simulations.

Combustion driven ammonia generation strategies for passive ammonia SCR system

DOE Office of Scientific and Technical Information (OSTI.GOV)

Toner, Joel G.; Narayanaswamy, Kushal; Szekely, Jr., Gerald A.

A method for controlling ammonia generation in an exhaust gas feedstream output from an internal combustion engine equipped with an exhaust aftertreatment system including a first aftertreatment device includes executing an ammonia generation cycle to generate ammonia on the first aftertreatment device. A desired air-fuel ratio output from the engine and entering the exhaust aftertreatment system conducive for generating ammonia on the first aftertreatment device is determined. Operation of a selected combination of a plurality of cylinders of the engine is selectively altered to achieve the desired air-fuel ratio entering the exhaust aftertreatment system.

9. Detail, typical bearing, upstream side of west end of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. Detail, typical bearing, upstream side of west end of Bridge Number 301.85, view to east, 210mm lens with electronic flash fill. - Southern Pacific Railroad Shasta Route, Bridge No. 301.85, Milepost 301.85, Pollard Flat, Shasta County, CA

Staged fuel and air injection in combustion systems of gas turbines

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hughes, Michael John; Berry, Jonathan Dwight

A gas turbine including a working fluid flowpath extending aftward from a forward injector in a combustor. The combustor may include an inner radial wall, an outer radial wall, and, therebetween, a flow annulus, and a third radial wall formed about the outer radial wall that forms an outer flow annulus. A staged injector may intersect the flow annulus so to attain an injection point within the working fluid flowpath by which aftward and forward annulus sections are defined. Air directing structure may include an aftward intake section corresponding to the aftward annulus section and a forward intake section correspondingmore » to the forward annulus section. The air directing structure may include a switchback coolant flowpath to direct air from the compressor discharge cavity to the staged injector. The switchback coolant flowpath may include an upstream section through the flow annulus, and a downstream section through the outer flow annulus.« less

Effect of Water-Alcohol Injection and Maximum Economy Spark Advance on Knock-Limited Performance and Fuel Economy of a Large Air-Cooled Cylinder

NASA Technical Reports Server (NTRS)

Heinicke, Orville H.; Vandeman, Jack E.

1945-01-01

An investigation was conducted to determine the effect of a coolant solution of 25 percent ethyl alcohol, 25 percent methyl alcohol, and 50 percent water by volume and maximum-economy spark advance on knock-limited performance and fuel economy of a large air-cooled cylinder. The knock-limited performance of the cylinder at engine speeds of 2100 and 2500 rpm was determined for coolant-fuel ratios of 0.0, 0.2, and 0.4. The effect of water-alcohol injection on fuel economy was determined in constant charge-air flow tests. The tests were conducted at a spark advance of 20 deg B.T.C. and maximum-economy spark advance.

Large-Flow-Area Flow-Selective Liquid/Gas Separator

NASA Technical Reports Server (NTRS)

Vasquez, Arturo; Bradley, Karla F.

2010-01-01

This liquid/gas separator provides the basis for a first stage of a fuel cell product water/oxygen gas phase separator. It can separate liquid and gas in bulk in multiple gravity environments. The system separates fuel cell product water entrained with circulating oxygen gas from the outlet of a fuel cell stack before allowing the gas to return to the fuel cell stack inlet. Additional makeup oxygen gas is added either before or after the separator to account for the gas consumed in the fuel cell power plant. A large volume is provided upstream of porous material in the separator to allow for the collection of water that does not exit the separator with the outgoing oxygen gas. The water then can be removed as it continues to collect, so that the accumulation of water does not impede the separating action of the device. The system is designed with a series of tubes of the porous material configured into a shell-and-tube heat exchanger configuration. The two-phase fluid stream to be separated enters the shell-side portion of the device. Gas flows to the center passages of the tubes through the porous material and is then routed to a common volume at the end of the tubes by simple pressure difference from a pumping device. Gas flows through the porous material of the tubes with greater ease as a function of the ratio of the dynamic viscosity of the water and gas. By careful selection of the dimensions of the tubes (wall thickness, porosity, diameter, length of the tubes, number of the tubes, and tube-to-tube spacing in the shell volume) a suitable design can be made to match the magnitude of water and gas flow, developed pressures from the oxygen reactant pumping device, and required residual water inventory for the shellside volume.

Experience Gained from Construction of Low-Emission Combustion Chambers for On-Land Large-Capacity Gas-Turbine Units: GT24/26

NASA Astrophysics Data System (ADS)

Bulysova, L. A.; Vasil'ev, V. D.; Berne, A. L.; Gutnik, M. M.

2018-06-01

This article is the third in a planned series of articles devoted to the experience gained around the world in constructing low-emission combustion chambers for on-land large-capacity (above 250 MW) gas-turbine units (GTUs). The aim of this study is to generalize and analyze the ways in which different designers apply the fuel flow and combustion arrangement principles and the fuel feed control methods. The considered here GT24 and GT26 (GT24/26) gas-turbine units generating electric power at the 60 and 50 Hz frequencies, respectively, are fitted with burners of identical designs. Designed by ABB, these GTUs were previously manufactured by Alstom, and now they are produced by Ansaldo Energia. The efficiency of these GTUs reaches 41% at the 354 MW power output during operation in the simple cycle and 60.5% at the 505MW power output during operation in the combined cycle. Both GTUs comply with all requirements for harmful emissions. The compression ratio is equal to 35. In this article, a system is considered for two-stage fuel combustion in two sequentially arranged low-emission combustion chambers, one of which is placed upstream of the high-pressure turbine (CC1) and the other upstream of the low-pressure turbine (CC2). The article places the main focus on the CC2, which operates with a decreased content of oxygen in the oxidizer supplied to the burner inlets. The original designs of vortex generators and nozzles placed in the flow of hot combustion products going out from the high-pressure turbine are described in detail. The article also presents an original CC2 front plate cooling system, due to which a significantly smaller amount of air fed for cooling has been reached. The article also presents the pressure damping devices incorporated in the chamber, the use of which made it possible to obtain a significantly wider range of CC loads at which its low-emission operation is ensured. The fuel feed adjustment principles and the combustion control methods implemented in the low-emission combustion chambers of this GTU are of interest from the scientific and practical points of view.

High-pressure combustor exhaust emissions with improved air-atomizing and conventional pressure-atomizing fuel nozzles

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1973-01-01

A high-pressure combustor segment 0.456 meter (18 in.) long with a maximum cross section of 0.153 by 0.305 meter (6 by 12 in.) was tested with specially designed air-atomizing and conventional pressure-atomizing fuel nozzles at inlet-air temperatures of 340 to 755 k (610 deg to 1360 R), reference velocities of 12.4 to 26.1 meters per second (41 to 86 ft/sec), and fuel-air ratios of 0.008 to 0.020. Increasing inlet-air pressure from 4 to 20 atmospheres generally increased smoke number and nitric oxide, but decreased carbon monoxide and unburned hydrocarbon concentrations with air-atomizing and pressure-atomizing nozzles. Emission indexes for carbon monoxide and unburned hydrocarbons were lower at 4, 10, and 20 atmospheres, and nitric oxide emission indexes were lower at 10 and 20 atmospheres with air-atomizing than with pressure-atomizing nozzles.

Carburetor for internal combustion engines

DOEpatents

Csonka, John J.; Csonka, Albert B.

1978-01-01

A carburetor for internal combustion engines having a housing including a generally discoidal wall and a hub extending axially from the central portion thereof, an air valve having a relatively flat radially extending surface directed toward and concentric with said discoidal wall and with a central conoidal portion having its apex directed toward the interior of said hub portion. The housing wall and the radially extending surface of the valve define an air passage converging radially inwardly to form an annular valving construction and thence diverge into the interior of said hub. The hub includes an annular fuel passage terminating at its upper end in a circumferential series of micro-passages for directing liquid fuel uniformly distributed into said air passage substantially at said valving constriction at right angles to the direction of air flow. The air valve is adjustable axially toward and away from the discoidal wall of the carburetor housing to regulate the volume of air drawn into the engine with which said carburetor is associated. Fuel is delivered under pressure to the fuel metering valve and from there through said micro-passages and controlled cams simultaneously regulate the axial adjustment of said air valve and the rate of delivery of fuel through said micro-passages according to a predetermined ratio pattern. A third jointly controlled cam simultaneously regulates the ignition timing in accordance with various air and fuel supply settings. The air valve, fuel supply and ignition timing settings are all independent of the existing degree of engine vacuum.

Combustor for fine particulate coal

DOEpatents

Carlson, L.W.

1988-01-26

A particulate coal combustor with two combustion chambers is provided. The first combustion chamber is toroidal; air and fuel are injected, mixed, circulated and partially combusted. The air to fuel ratio is controlled to avoid production of soot or nitrogen oxides. The mixture is then moved to a second combustion chamber by injection of additional air where combustion is completed and ash removed. Temperature in the second chamber is controlled by cooling and gas mixing. The clean stream of hot gas is then delivered to a prime mover. 4 figs.

Combustor for fine particulate coal

DOEpatents

Carlson, Larry W.

1988-01-01

A particulate coal combustor with two combustion chambers is provided. The first combustion chamber is toroidal; air and fuel are injected, mixed, circulated and partially combusted. The air to fuel ratio is controlled to avoid production of soot or nitrogen oxides. The mixture is then moved to a second combustion chamber by injection of additional air where combustion is completed and ash removed. Temperature in the second chamber is controlled by cooling and gas mixing. The clean stream of hot gas is then delivered to a prime mover.

Combustor for fine particulate coal

DOEpatents

Carlson, L.W.

1988-11-08

A particulate coal combustor with two combustion chambers is provided. The first combustion chamber is toroidal; air and fuel are injected, mixed, circulated and partially combusted. The air to fuel ratio is controlled to avoid production of soot or nitrogen oxides. The mixture is then moved to a second combustion chamber by injection of additional air where combustion is completed and ash removed. Temperature in the second chamber is controlled by cooling and gas mixing. The clean stream of hot gas is then delivered to a prime mover. 4 figs.

40 CFR 75.19 - Optional SO2, NOX, and CO2 emissions calculation for low mass emissions (LME) units.

Code of Federal Regulations, 2012 CFR

2012-07-01

... hourly SO2 mass emissions under this section. Alternatively, for fuel oil combustion, a lower, fuel... (or ozone season) prior to the year of the test (g H2O/g air). Ho = Observed humidity ratio during the test run (g H2O/g air). Tr = Average annual atmospheric temperature (or average ozone season...

Ullage Tank Fuel-Air Mixture Characterisation

DTIC Science & Technology

2011-12-01

247-252 Woodrow, J.E., Seiber, J.N., 1988, ‘Vapor-pressure measurement of complex mixtures by headspace gas chromatography ’, Journal of...Electron Ionisation FAR Fuel to Air Mass Ratio FID Flame Ionisation Detector GC Gas Chromatography HS Headspace MS Mass Spectrometry NIST...Determination of volatile substances in biological headspace gas chromatography ’, Journal of Chromatography A, vol. 674, pp. 25-62 Shepherd, J.E, Krok, J.C

The Effect of Piston-Head Temperature on Knock-Limited Power

NASA Technical Reports Server (NTRS)

Imming, Harry S.

1944-01-01

To determine the effect of piston-head temperature on knock-limited power. Tests were made in a supercharged CFR engine over a range of fuel-air ratios from 0.055 to 0.120, using S-3 reference fuel, AN-F-28, Amendment-2, aviation gasoline, and AN-F-28 plus 2 percent xylidines by weight. Tests were run at a compression ratio of 7.0 with inlet-air temperatures of 150 F and 250 F and at a compression ratio of 8.0 with an inlet-air temperature of 250 F. All other engine conditions were held constant. The piston-head temperature was varied by circulation of oil through passages in the crown of a liquid-cooled piston. This method of piston cooling decreased the piston-head temperature about 80 F. The data are not intended to constitute a recommendation as to the advisability of piston cooling in practice.

Evaluating the Environmental Performance of the U.S. Next Generation Air Transportation System

NASA Technical Reports Server (NTRS)

Graham, Michael; Augustine, Stephen; Ermatinger, Christopher; Difelici, John; Thompson, Terence R.; Marcolini, Michael A.; Creedon, Jeremiah F.

2009-01-01

The environmental impacts of several possible U.S. Next Generation Air Transportation scenarios have been quantitatively evaluated for noise, air-quality, fuel-efficiency, and CO2 impacts. Three principal findings have emerged. (1) 2025 traffic levels about 30% higher than 2006 are obtained by increasing traffic according to FAA projections while also limiting traffic at each airport using reasonable ratios of demand to capacity. NextGen operational capabilities alone enable attainment of an additional 10-15% more flights beyond that 2025 baseline level with negligible additional noise, air-quality, and fuel-efficiency impacts. (2) The addition of advanced engine and airframe technologies provides substantial additional reductions in noise and air-quality impacts, and further improves fuel efficiency. 2025 environmental goals based on projected system-wide improvement rates of about 1% per year for noise and fuel-efficiency (an air-quality goal is not yet formulated) are achieved using this new vehicle technology. (3) Overall air-transport "product", as measured by total flown distance or total payload distance, increases by about 50% relative to 2006, but total fuel consumption and CO2 production increase by only about 40% using NextGen operational capabilities. With the addition of advanced engine/airframe technologies, the increase in total fuel consumption and CO2 production can be reduced to about 30%.

Operating Temperatures of a Sodium-Cooled Exhaust Valve as Measured by a Thermocouple

NASA Technical Reports Server (NTRS)

Sanders, J. C.; Wilsted, H. D.; Mulcahy, B. A.

1943-01-01

A thermocouple was installed in the crown of a sodium-cooled exhaust valve. The valve was then tested in an air-cooled engine cylinder and valve temperatures under various engine operating conditions were determined. A temperature of 1337 F was observed at a fuel-air ratio of 0.064, a brake mean effective pressure of 179 pounds per square inch, and an engine speed of 2000 rpm. Fuel-air ratio was found to have a large influence on valve temperature, but cooling-air pressure and variation in spark advance had little effect. An increase in engine power by change of speed or mean effective pressure increased the valve temperature. It was found that the temperature of the rear spark-plug bushing was not a satisfactory indication of the temperature of the exhaust valve.

Process for recovering organic vapors from air

DOEpatents

Baker, Richard W.

1985-01-01

A process for recovering and concentrating organic vapor from a feed stream of air having an organic vapor content of no more than 20,000 ppm by volume. A thin semipermeable membrane is provided which has a feed side and a permeate side, a selectivity for organic vapor over air of at least 50, as measured by the ratio of organic vapor permeability to nitrogen permeability, and a permeability of organic vapor of at least 3.times.10.sup.-7 cm.sup.3 (STP) cm/cm.sup.2 sec.cm Hg. The feed stream is passed across the feed side of the thin semipermeable membrane while providing a pressure on the permeate side which is lower than the feed side by creating a partial vacuum on the permeate side so that organic vapor passes preferentially through the membrane to form an organic vapor depleted air stream on the feed side and an organic vapor enriched stream on the permeate side. The organic vapor which has passed through the membrane is compressed and condensed to recover the vapor as a liquid.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (phi) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui Joe; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions.This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio(theta) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2015-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66% reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50% of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

NOx Emissions Performance and Correlation Equations for a Multipoint LDI Injector

NASA Technical Reports Server (NTRS)

He, Zhuohui J.; Chang, Clarence T.; Follen, Caitlin E.

2014-01-01

Lean Direct Injection (LDI) is a combustor concept that reduces nitrogen oxides (NOx) emissions. This paper looks at a 3-zone multipoint LDI concept developed by Parker Hannifin Corporation. The concept was tested in a flame-tube test facility at NASA Glenn Research Center. Due to test facility limitations, such as inlet air temperature and pressure, the flame-tube test was not able to cover the full set of engine operation conditions. Three NOx correlation equations were developed based on assessing NOx emissions dependencies on inlet air pressure (P3), inlet air temperature (T3), and fuel air equivalence ratio (?) to estimate the NOx emissions at the unreachable high engine power conditions. As the results, the NOx emissions are found to be a strong function of combustion inlet air temperature and fuel air equivalence ratio but a weaker function of inlet air pressure. With these three equations, the NOx emissions performance of this injector concept is calculated as a 66 percent reduction relative to the ICAO CAEP-6 standard using a 55:1 pressure-ratio engine cycle. Uncertainty in the NOx emissions estimation increases as the extrapolation range departs from the experimental conditions. Since maximum inlet air pressure tested was less than 50 percent of the full power engine inlet air pressure, a future experiment at higher inlet air pressure conditions is needed to confirm the NOx emissions dependency on inlet air pressure.

Autothermal and partial oxidation reformer-based fuel processor, method for improving catalyst function in autothermal and partial oxidation reformer-based processors

DOEpatents

Ahmed, Shabbir; Papadias, Dionissios D.; Lee, Sheldon H. D.; Ahluwalia, Rajesh K.

2013-01-08

The invention provides a fuel processor comprising a linear flow structure having an upstream portion and a downstream portion; a first catalyst supported at the upstream portion; and a second catalyst supported at the downstream portion, wherein the first catalyst is in fluid communication with the second catalyst. Also provided is a method for reforming fuel, the method comprising contacting the fuel to an oxidation catalyst so as to partially oxidize the fuel and generate heat; warming incoming fuel with the heat while simultaneously warming a reforming catalyst with the heat; and reacting the partially oxidized fuel with steam using the reforming catalyst.

The cost-effectiveness of air bags by seating position.

PubMed

Graham, J D; Thompson, K M; Goldie, S J; Segui-Gomez, M; Weinstein, M C

1997-11-05

Motor vehicle crashes continue to cause significant mortality and morbidity in the United States. Installation of air bags in new passenger vehicles is a major initiative in the field of injury prevention. To assess the net health consequences and cost-effectiveness of driver's side and front passenger air bags from a societal perspective, taking into account the increased risk to children who occupy the front passenger seat and the diminished effectiveness for older adults. A deterministic state transition model tracked a hypothetical cohort of new vehicles over a 20-year period for 3 strategies: (1) installation of safety belts, (2) installation of driver's side air bags in addition to safety belts, and (3) installation of front passenger air bags in addition to safety belts and driver's side air bags. Changes in health outcomes, valued in terms of quality-adjusted life-years (QALYs) and costs (in 1993 dollars), were projected following the recommendations of the Panel on Cost-effectiveness in Health and Medicine. US population-based and convenience sample data were used. Incremental cost-effectiveness ratios. Safety belts are cost saving, even at 50% use. The addition of driver's side air bags to safety belts results in net health benefits at an incremental cost of $24000 per QALY saved. The further addition of front passenger air bags results in an incremental net benefit at a higher incremental cost of $61000 per QALY saved. Results were sensitive to the unit cost of air bag systems, their effectiveness, baseline fatality rates, the ratio of injuries to fatalities, and the real discount rate. Both air bag systems save life-years at costs that are comparable to many medical and public health practices. Immediate steps can be taken to enhance the cost-effectiveness of front passenger air bags, such as moving children to the rear seat.

A wind-tunnel investigation of wind-turbine wakes in yawed conditions

NASA Astrophysics Data System (ADS)

Bastankhah, Majid; Porté-Agel, Fernando

2015-06-01

Wind-tunnel experiments were performed to study the performance of a model wind turbine and its wake characteristics in a boundary layer under different operating conditions, including different yaw angles and tip speed ratios. High-resolution particle image- velocimetry (PIV) was used to measure the three velocity components in a horizontal plane at hub height covering a broad streamwise range from upstream of the turbine to the far- wake region. Additionally, thrust and power coefficients of the turbine were measured under different conditions. These power and thrust measurements, together with the highly-resolved flow measurements, enabled us to systematically study different wake properties. The near-wake region is found to have a highly complex structure influenced by different factors such as tip speed ratio and wake rotation. In particular, for higher tip speed ratios, a noticeable speed-up region is observed in the central part of near wake, which greatly affects the flow distribution in this region. In this regard, the behavior of the near wake for turbines with similar thrust coefficients but different tip speed ratios can vary widely. In contrast, it is shown that the mean streamwise velocity in the far wake of the turbine with zero yaw angle has a self-similar Gaussian distribution, and the strength of wake in this region is consistent with the magnitude of the thrust coefficient. With increasing yaw angle, as expected, the power and thrust coefficients decrease, and the wake deflection increases. The measurements also reveal that, in addition to turbulent momentum flux, lateral mean momentum flux boosts the flow entrainment in only one side of the wake, which results in a faster wake recovery in that side. It is also found that the induced velocity upstream of a yawed turbine has a non-symmetric distribution, and its distribution is in agreement with the available model in the literature. Moreover, the results suggest that in order to accurately predict the load distribution in yawed conditions, both normal and tangential (with respect to the rotor plane) components of the induced velocity upstream of the turbine should be taken into account.

Measurement of turbulent flow upstream and downstream of a circular pipe bend

DOE Office of Scientific and Technical Information (OSTI.GOV)

Sakakibara, Jun; Machida, Nobuteru

2012-04-15

We measured velocity distribution in cross sections of a fully developed turbulent pipe flow upstream and downstream of a 90 degree sign bend by synchronizing two sets of a particle image velocimetry (PIV) system. Unsteady undulation of Dean vortices formed downstream from the bend was characterized by the azimuthal position of the stagnation point found on the inner and outer sides of the bend. Linear stochastic estimation was applied to capture the upstream flow field conditioned by the azimuthal location of the stagnation point downstream from the bend. When the inner-side stagnation point stayed below (above) the symmetry plane, themore » conditional streamwise velocity upstream from the bend exhibited high-speed streaks extended in a quasi-streamwise direction on the outer side of the curvature above (below) the symmetry plane.« less

Reduced Equations for Calculating the Combustion Rates of Jet-A and Methane Fuel

NASA Technical Reports Server (NTRS)

Molnar, Melissa; Marek, C. John

2003-01-01

Simplified kinetic schemes for Jet-A and methane fuels were developed to be used in numerical combustion codes, such as the National Combustor Code (NCC) that is being developed at Glenn. These kinetic schemes presented here result in a correlation that gives the chemical kinetic time as a function of initial overall cell fuel/air ratio, pressure, and temperature. The correlations would then be used with the turbulent mixing times to determine the limiting properties and progress of the reaction. A similar correlation was also developed using data from NASA's Chemical Equilibrium Applications (CEA) code to determine the equilibrium concentration of carbon monoxide as a function of fuel air ratio, pressure, and temperature. The NASA Glenn GLSENS kinetics code calculates the reaction rates and rate constants for each species in a kinetic scheme for finite kinetic rates. These reaction rates and the values obtained from the equilibrium correlations were then used to calculate the necessary chemical kinetic times. Chemical kinetic time equations for fuel, carbon monoxide, and NOx were obtained for both Jet-A fuel and methane.

Numerical investigation of combustion phenomena in pulse detonation engine with different fuels

NASA Astrophysics Data System (ADS)

Alam, Noor; Sharma, K. K.; Pandey, K. M.

2018-05-01

The effects of different fuel-air mixture on the cyclic operation of pulse detonation engine (PDE) are numerically investigated. The present simulation is to be consider 1200 mm long straight tube combustor channel and 60 mm internal diameter, and filled with stoichiometric ethane-air and ethylene-air (C2H6-air & C2H4) fuel mixture at atmospheric pressure and temperature of 0.1 MPa and 300 K respectively. The obstacles of blockage ratio (BR) 0.5 and having 60 mm spacing among them are allocated inside the combustor tube. There are realizable k-ɛ turbulence model used to analyze characteristic of combustion flame. The objective of present simulation is to analyze the variation in combustion mechanism for two different fuels with one-step reduced chemical reaction model. The obstacles were creating perturbation inside the PDE tube. Therefore, flame surface area increases and reduces deflagration-to-detonation transition (DDT) run-up length.

Study of Unsteady, Sphere-Driven, Shock-Induced Combustion for Application to Hypervelocity Airbreathing Propulsion

NASA Technical Reports Server (NTRS)

Axdahl, Erik; Kumar, Ajay; Wilhite, Alan

2011-01-01

A premixed, shock-induced combustion engine has been proposed in the past as a viable option for operating in the Mach 10 to 15 range in a single stage to orbit vehicle. In this approach, a shock is used to initiate combustion in a premixed fuel/air mixture. Apparent advantages over a conventional scramjet engine include a shorter combustor that, in turn, results in reduced weight and heating loads. There are a number of technical challenges that must be understood and resolved for a practical system: premixing of fuel and air upstream of the combustor without premature combustion, understanding and control of instabilities of the shock-induced combustion front, ability to produce sufficient thrust, and the ability to operate over a range of Mach numbers. This study evaluated the stability of the shock-induced combustion front in a model problem of a sphere traveling in a fuel/air mixture at high Mach numbers. A new, rapid analysis method was developed and applied to study such flows. In this method the axisymmetric, body-centric Navier-Stokes equations were expanded about the stagnation streamline of a sphere using the local similarity hypothesis in order to reduce the axisymmetric equations to a quasi-1D set of equations. These reduced sets of equations were solved in the stagnation region for a number of flow conditions in a premixed, hydrogen/air mixture. Predictions from the quasi-1D analysis showed very similar stable or unstable behavior of the shock-induced combustion front as compared to experimental studies and higher-fidelity computational results. This rapid analysis tool could be used in parametric studies to investigate effects of fuel rich/lean mixtures, non-uniformity in mixing, contaminants in the mixture, and different chemistry models.

Fuel-rich, catalytic reaction experimental results

NASA Technical Reports Server (NTRS)

Rollbuhler, R. James

1991-01-01

Future aeropropulsion gas turbine combustion requirements call for operating at very high inlet temperatures, pressures, and large temperature rises. At the same time, the combustion process is to have minimum pollution effects on the environment. Aircraft gas turbine engines utilize liquid hydrocarbon fuels which are difficult to uniformly atomize and mix with combustion air. An approach for minimizing fuel related problems is to transform the liquid fuel into gaseous form prior to the completion of the combustion process. Experimentally obtained results are presented for vaporizing and partially oxidizing a liquid hydrocarbon fuel into burnable gaseous components. The presented experimental data show that 1200 to 1300 K reaction product gas, rich in hydrogen, carbon monoxide, and light-end hydrocarbons, is formed when flowing 0.3 to 0.6 fuel to air mixes through a catalyst reactor. The reaction temperatures are kept low enough that nitrogen oxides and carbon particles (soot) do not form. Results are reported for tests using different catalyst types and configurations, mass flowrates, input temperatures, and fuel to air ratios.

Evaluation of fuel preparation systems for lean premixing-prevaporizing combustors

NASA Technical Reports Server (NTRS)

Dodds, W. J.; Ekstedt, E. E.

1985-01-01

A series of experiments was carried out in order to produce design data for a premixing prevaporizing fuel-air mixture preparation system for aircraft gas turbine engine combustors. The fuel-air mixture uniformity of four different system design concepts was evaluated over a range of conditions representing the cruise operation of a modern commercial turbofan engine. Operating conditions including pressure, temperature, fuel-to-air ratio, and velocity, exhibited no clear effect on mixture uniformity of systems using pressure-atomizing fuel nozzles and large-scale mixing devices. However, the performance of systems using atomizing fuel nozzles and large-scale mixing devices was found to be sensitive to operating conditions. Variations in system design variables were also evaluated and correlated. Mixing uniformity was found to improve with system length, pressure drop, and the number of fuel injection points per unit area. A premixing system capable of providing mixing uniformity to within 15 percent over a typical range of cruise operating conditions is demonstrated.

Effect of Oxygen addition on altitude blowout and relight of an experimental combustor segment

NASA Technical Reports Server (NTRS)

Norgren, C. T.; Ingebo, R. D.

1974-01-01

The effect of oxygen addition on the low pressure altitude blowout limits of an experimental combustor segment was investigated. Data were obtained for two inlet-air temperatures, two inlet-airflow rates, and a constant fuel-air ratio of 0.020 with Jet A fuel. It was shown that the pressure at blowout could be reduced to correspond to an increase in altitude of 4.6 kilometers with oxygen flow rates of 8 to 16 percent by weight of the total fuel flow.

40 CFR 1066.610 - Dilution air background correction.

Code of Federal Regulations, 2014 CFR

2014-07-01

.... a = atomic hydrogen-to-carbon ratio of the test fuel. You may measure a or use default values from Table 1 of 40 CFR 1065.655. b = atomic oxygen-to-carbon ratio of the test fuel. You may measure b or use.... ER28AP14.100 Where: x CO2 = amount of CO2 measured in the sample over the test interval. x NMHC = amount of...

18. View of Tombigbee River Bridge facing east showing upstream ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

18. View of Tombigbee River Bridge facing east showing upstream side of bridge opposite broken railing located on the downstream side. Fallen power pole and telephone cable is shown in the center of the photograph. - Tombigbee River Bridge, Spanning Tombigbee River at State Highway 182, Columbus, Lowndes County, MS

The effect of changes in compression ratio upon engine performance

NASA Technical Reports Server (NTRS)

Sparrow, Stanwood W

1925-01-01

This report is based upon engine tests made at the Bureau of Standards during 1920, 1921, 1922, and 1923. The majority of these tests were of aviation engines and were made in the Altitude Laboratory. For a small portion of the work a single cylinder experimental engine was used. This, however, was operated only at sea-level pressures. The report shows that an increase in break horsepower and a decrease in the pounds of fuel used per brake horsepower hour usually results from an increase in compression ratio. This holds true at least up to the highest ratio investigated, 14 to 1, provided there is no serious preignition or detonation at any ratio. To avoid preignition and detonation when employing high-compression ratios, it is often necessary to use some fuel other than gasoline. It has been found that the consumption of some of these fuels in pounds per brake horsepower hour is so much greater than the consumption of gasoline that it offsets the decrease derived from the use of the high-compression ratio. The changes in indicated thermal efficiency with changes in compression ratio are in close agreement with what would be anticipated from a consideration of the air cycle efficiencies at the various ratios. In so far as these tests are concerned there is no evidence that a change in compression ratio produces an appreciable, consistent change in friction horsepower, volumetric efficiency, or in the range of fuel-air ratios over which the engine can operate. The ratio between the heat loss to the jacket water and the heat converted into brake horsepower or indicated horsepower decreases with increase in compression ratio. (author)

Internal combustion engine controls for reduced exhausts contaminants

DOE Office of Scientific and Technical Information (OSTI.GOV)

Matthews, D.R. Jr.

1974-06-04

An electrochemical control system for achieving optimum efficiency in the catalytic conversion of hydrocarbon and carbon monoxide emissions from internal combustion engines is described. The system automatically maintains catalyst temperature at a point for maximum pollutant conversion by adjusting ignition timing and fuel/air ratio during warm-up and subsequent operation. Ignition timing is retarded during engine warm-up to bring the catalytic converter to an efficient operating temperature within a minimum period of time. After the converter reaches a predetermined minimum temperature, the spark is advanced to within its normal operating range. A needle-valve adjustment during warm-up is employed to enrich themore » fuel/air mixture by approximately 10 percent. Following warm-up and attainment of a predetermined catalyst temperature, the needle valve is moved automatically to its normal position (e.g., a fuel/air ratio of 16:1). Although the normal lean mixture causes increased amounts of nitrogen oxide emissions, present NO/sub x/ converters appear capable of handling the increased emissions under normal operating conditions.« less

Mechanism of influence water vapor on combustion characteristics of propane-air mixture

NASA Astrophysics Data System (ADS)

Larionov, V. M.; Mitrofanov, G. A.; Sachovskii, A. V.; Kozar, N. K.

2016-01-01

The article discusses the results of an experimental study of the effect of water vapor at the flame temperature. Propane-butane mixture with air is burning on a modified Bunsen burner. Steam temperature was varied from 180 to 260 degrees. Combustion parameters changed by steam temperature and its proportion in the mixture with the fuel. The fuel-air mixture is burned in the excess air ratio of 0.1. It has been established that the injection of steam changes the characteristics of combustion fuel-air mixture and increase the combustion temperature. The concentration of CO in the combustion products is substantially reduced. Raising the temperature in the combustion zone is associated with increased enthalpy of the fuel by the added steam enthalpy. Reducing the concentration of CO is caused by decrease in the average temperature in the combustion zone by applying steam. Concentration of active hydrogen radicals and oxygen increases in the combustion zone. That has a positive effect on the process of combustion.

Flow visualization study of the effect of injection hole geometry on an inclined jet in crossflow

NASA Technical Reports Server (NTRS)

Simon, F. F.; Ciancone, M. L.

1985-01-01

A flow visualization was studied by using neutrally buoyant, helium-filled soap bubbles, to determine the effect of injection hole geometry on the trajectory of an air jet in a crossflow and to investigate the mechanisms involved in jet deflection. Experimental variables were the blowing rate, and the injection hole geometry cusp facing upstream (CUS), cusp facing downstream (CDS), round, swirl passage, and oblong. It is indicated that jet deflection is governed by both the pressure drag forces and the entrainment of free-stream fluid into the jet flow. For injection hole geometries with similar cross-sectional areas and similar mass flow rates, the jet configuration with the larger aspect ratio experienced a greater deflection. Entrainment arises from lateral shearing forces on the sides of the jet, which set up a dual vortex motion within the jet and thereby cause some of the main-stream fluid momentum to be swept into the jet flow. This additional momentum forces the jet nearer the surface. Of the jet configurations, the oblong, CDS, and CUS configutations exhibited the largest deflections. The results correlate well with film cooling effectiveness data, which suggests a need to determine the jet exit configuration of optimum aspect ratio to provide maximum film cooling effectiveness.

Flow visualization study of the effect of injection hole geometry on an inclined jet in crossflow

NASA Technical Reports Server (NTRS)

Simon, Frederick F.; Ciancone, Michael L.

1987-01-01

A flow visualization was studied by using neutrally buoyant, helium-filled soap bubbles, to determine the effect of injection hole geometry on the trajectory of an air jet in a crossflow and to investigate the mechanisms involved in jet deflection. Experimental variables were the blowing rate, and the injection hole geometry cusp facing upstream (CUS), cusp facing downstream (CDS), round, swirl passage, and oblong. It is indicated that jet deflection is governed by both the pressure drag forces and the entrainment of free-stream fluid into the jet flow. For injection hole geometries with similar cross-sectional areas and similar mass flow rates, the jet configuration with the larger aspect ratio experienced a greater deflection. Entrainment arises from lateral shearing forces on the sides of the jet, which set up a dual vortex motion within the jet and thereby cause some of the main-stream fluid momentum to be swept into the jet flow. This additional momentum forces the jet nearer the surface. Of the jet configurations, the oblong, CDS, and CUS configurations exhibited the largest deflections. The results correlate well with film cooling effectiveness data, which suggests a need to determine the jet exit configuration of optimum aspect ratio to provide maximum film cooling effectiveness.

System for Better Spacing of Airplanes En Route

NASA Technical Reports Server (NTRS)

Green, Steven; Erzberger, Heinz

2004-01-01

An improved method of computing the spacing of airplanes en route, and software to implement the method, have been invented. The purpose of the invention is to help air-traffic controllers minimize those deviations of the airplanes from the trajectories preferred by their pilots that are needed to make the airplanes comply with miles-in-trail spacing requirements. The software is meant to be a modular component of the Center TRACON Automation System (CTAS) (TRACON signifies "terminal radar approach control"). The invention reduces controllers workloads and reduces fuel consumption by reducing the number of corrective clearances needed to achieve conformance with specified flow rates, without causing conflicts, while providing for more efficient distribution of spacing workload upstream and across air-traffic-control sectors.

Multi-stage fuel cell system method and apparatus

DOEpatents

George, Thomas J.; Smith, William C.

2000-01-01

A high efficiency, multi-stage fuel cell system method and apparatus is provided. The fuel cell system is comprised of multiple fuel cell stages, whereby the temperatures of the fuel and oxidant gas streams and the percentage of fuel consumed in each stage are controlled to optimize fuel cell system efficiency. The stages are connected in a serial, flow-through arrangement such that the oxidant gas and fuel gas flowing through an upstream stage is conducted directly into the next adjacent downstream stage. The fuel cell stages are further arranged such that unspent fuel and oxidant laden gases too hot to continue within an upstream stage because of material constraints are conducted into a subsequent downstream stage which comprises a similar cell configuration, however, which is constructed from materials having a higher heat tolerance and designed to meet higher thermal demands. In addition, fuel is underutilized in each stage, resulting in a higher overall fuel cell system efficiency.

Operating Temperatures of a Sodium-Cooled Exhaust Valve as Measured by a Thermocouple

NASA Technical Reports Server (NTRS)

Sanders, J C; Wilsted, H D; Mulcahy, B A

1943-01-01

Report presents the results of a thermocouple installed in the crown of a sodium-cooled exhaust valve. The valve was tested in an air-cooled engine cylinder and valve temperatures under various engine operating conditions were determined. A temperature of 1337 degrees F. was observed at a fuel-air ratio of 0.064, a brake mean effective pressure of 179 pounds per square inch, and an engine speed of 2000 r.p.m. Fuel-air ratio was found to have a large influence on valve temperature, but cooling-air pressure and variation in spark advance had little effect. An increase in engine power by change of speed or mean effective pressure increased the valve temperature. It was found that the temperature of the rear-spark-plug bushing was not a satisfactory indication of the temperature of the exhaust valve.

Combustion Characteristics in a Non-Premixed Cool-Flame Regime of n-Heptane in Microgravity

NASA Technical Reports Server (NTRS)

Takahashi, Fumiaki; Katta, Viswanath R.; Hicks, Michael C.

2015-01-01

A series of distinct phenomena have recently been observed in single-fuel-droplet combustion tests performed on the International Space Station (ISS). This study attempts to simulate the observed flame behavior numerically using a gaseous n-heptane fuel source in zero gravity and a time-dependent axisymmetric (2D) code, which includes a detailed reaction mechanism (127 species and 1130 reactions), diffusive transport, and a radiation model (for CH4, CO, CO2, H2O, and soot). The calculated combustion characteristics depend strongly on the air velocity around the fuel source. In a near-quiescent air environment (< or = 2 mm/s), with a sufficiently large fuel injection velocity (1 cm/s), a growing spherical diffusion flame extinguishes at ˜1200 K due to radiative heat losses. This is typically followed by a transition to the low-temperature (cool-flame) regime with a reaction zone (at ˜700 K) in close proximity to the fuel source. The 'cool flame' regime is formed due to the negative temperature coefficient in the low-temperature chemistry. After a relatively long period (˜18 s) of the cool flame regime, a flash re-ignition occurs, associated with flame-edge propagation and subsequent extinction of the re-ignited flame. In a low-speed (˜3 mm/s) airstream (which simulates the slight droplet movement), the diffusion flame is enhanced upstream and experiences a local extinction downstream at ˜1200 K, followed by steady flame pulsations (˜0.4 Hz). At higher air velocities (4-10 mm/s), the locally extinguished flame becomes steady state. The present axisymmetric computational approach helps in revealing the non-premixed 'cool flame' structure and 2D flame-flow interactions observed in recent microgravity droplet combustion experiments.

Modularized Production of Value-Added Products and Fuels from Distributed Waste Carbon-Rich Feedstocks

DOE Office of Scientific and Technical Information (OSTI.GOV)

Weber, Robert S.; Holladay, Johnathan E.

Here, we have adapted and characterized electrolysis reactors to complement the conversion of regional- and community-scale quantities of waste into fuel or chemicals. The overall process must be able to contend with a wide range of feedstocks, must be inherently safe, and should not rely on external facilities for co-reactants or heat rejection and supply. Our current approach is based on the upgrading of bio-oil produced by the hydrothermal liquefaction (HTL) of carbon-containing waste feedstocks. HTL can convert a variety of feedstocks into a bio-oil that requires much less upgrading than the products of other ways of deconstructing biomass. Wemore » are now investigating the use of electrochemical processes for the further conversions needed to transform the bio-oil from HTL into fuel or higher value chemicals. We, and others, have shown that electrochemical reduction can offer adequate reaction rates and at least some of the necessary generality. In addition, an electrochemical reactor necessarily both oxidizes (removes electrons) on one side of the reactor and reduces (adds electrons) on the other side. Therefore, the two types of reactions could, in principle, be coupled to upgrade the bio-oil and simultaneously polish the water that is employed as a reactant and a carrier in the upstream HTL. Here, we overview a notional process, the possible conversion chemistry, and the economics of an HTL-electrochemical process.« less

Modularized Production of Value-Added Products and Fuels from Distributed Waste Carbon-Rich Feedstocks

DOE PAGES

Weber, Robert S.; Holladay, Johnathan E.

2018-05-22

Here, we have adapted and characterized electrolysis reactors to complement the conversion of regional- and community-scale quantities of waste into fuel or chemicals. The overall process must be able to contend with a wide range of feedstocks, must be inherently safe, and should not rely on external facilities for co-reactants or heat rejection and supply. Our current approach is based on the upgrading of bio-oil produced by the hydrothermal liquefaction (HTL) of carbon-containing waste feedstocks. HTL can convert a variety of feedstocks into a bio-oil that requires much less upgrading than the products of other ways of deconstructing biomass. Wemore » are now investigating the use of electrochemical processes for the further conversions needed to transform the bio-oil from HTL into fuel or higher value chemicals. We, and others, have shown that electrochemical reduction can offer adequate reaction rates and at least some of the necessary generality. In addition, an electrochemical reactor necessarily both oxidizes (removes electrons) on one side of the reactor and reduces (adds electrons) on the other side. Therefore, the two types of reactions could, in principle, be coupled to upgrade the bio-oil and simultaneously polish the water that is employed as a reactant and a carrier in the upstream HTL. Here, we overview a notional process, the possible conversion chemistry, and the economics of an HTL-electrochemical process.« less

40 CFR 85.1505 - Final admission of certified vehicles.

Code of Federal Regulations, 2010 CFR

2010-07-01

.... 85.1505 Section 85.1505 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM MOBILE SOURCES Importation of Motor Vehicles and Motor... vehicle or engine from the previous test (e.g., adjusting the RPM, timing, air-to-fuel ratio, etc.) other...

Measured far-field flight noise of a counterrotation turboprop at cruise conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Loeffler, Irvin J.; Dittmar, James H.

1989-01-01

Modern high speed propeller (advanced turboprop) aircraft are expected to operate on 50 to 60 percent less fuel than the 1980 vintage turbofan fleet while at the same time matching the flight speed and performance of those aircraft. Counterrotation turboprop engines offer additional fuel savings by means of upstream propeller swirl recovery. This paper presents acoustic sideline results for a full-scale counterrotation turboprop engine at cruise conditions. The engine was installed on a Boeing 727 aircraft in place of the right-side turbofan engine. Acoustic data were taken from an instrumented Learjet chase plane. Sideline acoustic results are presented for 0.50 and 0.72 Mach cruise conditions. A scale model of the engine propeller was tested in a wind tunnel at 0.72 Mach cruise conditions. The model data were adjusted to flight acquisition conditions and were in general agreement with the flight results.

Recent Development of SOFC Metallic Interconnect

DOE Office of Scientific and Technical Information (OSTI.GOV)

Wu JW, Liu XB

2010-04-01

Interest in solid oxide fuel cells (SOFC) stems from their higher e±ciencies and lower levels of emitted pollu- tants, compared to traditional power production methods. Interconnects are a critical part in SOFC stacks, which connect cells in series electrically, and also separate air or oxygen at the cathode side from fuel at the anode side. Therefore, the requirements of interconnects are the most demanding, i:e:, to maintain high elec- trical conductivity, good stability in both reducing and oxidizing atmospheres, and close coe±cient of thermal expansion (CTE) match and good compatibility with other SOFC ceramic components. The paper reviewed the interconnectmore » materials, and coatings for metallic interconnect materials.« less

Homogenous charge compression ignition engine having a cylinder including a high compression space

DOEpatents

Agama, Jorge R.; Fiveland, Scott B.; Maloney, Ronald P.; Faletti, James J.; Clarke, John M.

2003-12-30

The present invention relates generally to the field of homogeneous charge compression engines. In these engines, fuel is injected upstream or directly into the cylinder when the power piston is relatively close to its bottom dead center position. The fuel mixes with air in the cylinder as the power piston advances to create a relatively lean homogeneous mixture that preferably ignites when the power piston is relatively close to the top dead center position. However, if the ignition event occurs either earlier or later than desired, lowered performance, engine misfire, or even engine damage, can result. Thus, the present invention divides the homogeneous charge between a controlled volume higher compression space and a lower compression space to better control the start of ignition.

Staged electrostatic precipitator

DOEpatents

Miller, Stanley J.; Almlie, Jay C.; Zhuang, Ye

2016-03-01

A device includes a chamber having an air inlet and an air outlet. The device includes a plurality of stages including at least a first stage adjacent a second stage. The plurality of stages are disposed in the chamber and each stage has a plurality of discharge electrodes disposed in an interior region and is bounded by an upstream baffle on an end proximate the air inlet and bounded by a downstream baffle on an end proximate the air outlet. Each stage has at least one sidewall between the upstream baffle and the downstream baffle. The sidewall is configured as a collection electrode and has a plurality of apertures disposed along a length between the upstream baffle and the downstream baffle. The upstream baffle of the first stage is positioned in staggered alignment relative to the upstream baffle of the second stage and the downstream baffle of the first stage are positioned in staggered alignment relative to the downstream baffle of the second stage.

Optimization of operation conditions and configurations for solid-propellant ducted rocket combustors

NASA Astrophysics Data System (ADS)

Onn, Shing-Chung; Chiang, Hau-Jei; Hwang, Hang-Che; Wei, Jen-Ko; Cherng, Dao-Lien

1993-06-01

The dynamic behavior of a 2D turbulent mixing and combustion process has been studied numerically in the main combustion chamber of a solid-propellant ducted rocket (SDR). The mathematical model is based on the Favre-averaged conservation equations developed by Cherng (1990). Combustion efficiency, rather than specific impulse from earlier studies, is applied successfully to optimize the effects of two parameters by a multiple linear regression model. Specifically, the fuel-air equivalence ratio of the operating conditions and the air inlet location of configurations for the SDR combustor have been studied. For a equivalence ratio near the stoichiometric condition, the use of specific impulse or combustion efficiency will show similar trend in characterizing the reacting flow field in the combustor. For the overall fuel lean operating conditions, the change of combustion efficiency is much more sensitive to that of air inlet location than specific impulse does, suggesting combustion efficiency a better property than specific impulse in representing the condition toward flammability limits. In addition, the air inlet for maximum efficiency, in general, appears to be located at downstream of that for highest specific impulse. The optimal case for the effects of two parameters occurs at fuel lean condition, which shows a larger recirculation zone in front, deeper penetration of ram air into the combustor and much larger high temperature zone near the centerline of the combustor exit than those shown in the optimal case for overall equivalence ratio close to stoichiometric.

NASA Multipoint LDI Development

NASA Technical Reports Server (NTRS)

Tacina, Robert

2001-01-01

Multipoint Lean-Direct-Injection (LDI) is a combustor concept in which a large number of fuel injectors and fuel-air mixers are used to quickly and uniformly mix the fuel and air so that ultralow levels of NO, are produced. Each fuel injector has an air swirler associated with it for fuel-air mixing and to establish a small recirculation and burning zone. A concept in which there are 36 fuel injectors in the space of a conventional single fuel injector has been tested in a flame tube. A greater than 80 percent reduction in NO, at high power conditions (400 psia, 1000 "Finlet) was achieved. Alternate concepts with 9,25,36 or 49 fuel injectors are being investigated in flame tube tests for their low NO, potential and with fuel staging to improve the turn-down ratio at low power conditions. A preliminary sector concept of a large engine design has been successfully tested at inlet conditions of 700 psia and 1100 O F . This concept had one half the number of fuel injectors per square inch as the flame tube configuration with 36 fuel injectors, and the NO, reduction was 65 percent of the ICAO standard. Future regional engine size sector tests are planned for the 2nd quarter of FY02 and large engine size sector tests for the 1st quarter of FY03.

Method for pressure modulation of turbine sidewall cavities

DOEpatents

Leone, Sal Albert; Book, Matthew David; Banares, Christopher R.

2002-01-01

A method is provided for controlling cooling air flow for pressure modulation of turbine components, such as the turbine outer sidewall cavities. The pressure at which cooling and purge air is supplied to the turbine outer side wall cavities is modulated, based on compressor discharge pressure (Pcd), thereby to generally maintain the back flow margin (BFM) so as to minimize excessive leakage and the consequent performance deterioration. In an exemplary embodiment, the air pressure within the third stage outer side wall cavity and the air pressure within the fourth stage outer side wall cavity are each controlled to a respective value that is a respective prescribed percentage of the concurrent compressor discharge pressure. The prescribed percentage may be determined from a ratio of the respective outer side wall pressure to compressor discharge pressure at Cold Day Turn Down (CDTD) required to provide a prescribed back flow margin.

System for pressure modulation of turbine sidewall cavities

DOEpatents

Leone, Sal Albert; Book, Matthew David; Banares, Christopher R.

2002-01-01

A system and method are provided for controlling cooling air flow for pressure modulation of turbine components, such as the turbine outer sidewall cavities. The pressure at which cooling and purge air is supplied to the turbine outer side wall cavities is modulated, based on compressor discharge pressure (Pcd), thereby to generally maintain the back flow margin (BFM) so as to minimize excessive leakage and the consequent performance deterioration. In an exemplary embodiment, the air pressure within the third stage outer side wall cavity and the air pressure within the fourth stage outer side wall cavity are each controlled to a respective value that is a respective prescribed percentage of the concurrent compressor discharge pressure. The prescribed percentage may be determined from a ratio of the respective outer side wall pressure to compressor discharge pressure at Cold Day Turn Down (CDTD) required to provide a prescribed back flow margin.

One-Dimensional Spontaneous Raman Measurements of Temperature Made in a Gas Turbine Combustor

NASA Technical Reports Server (NTRS)

Hicks, Yolanda R.; Locke, Randy J.; DeGroot, Wilhelmus A.; Anderson, Robert C.

2002-01-01

The NASA Glenn Research Center is working with the aeronautics industry to develop highly fuel-efficient and environmentally friendly gas turbine combustor technology. This effort includes testing new hardware designs at conditions that simulate the high-temperature, high-pressure environment expected in the next-generation of high-performance engines. Glenn has the only facilities in which such tests can be performed. One aspect of these tests is the use of nonintrusive optical and laser diagnostics to measure combustion species concentration, fuel/air ratio, fuel drop size, and velocity, and to visualize the fuel injector spray pattern and some combustion species distributions. These data not only help designers to determine the efficacy of specific designs, but provide a database for computer modelers and enhance our understanding of the many processes that take place within a combustor. Until recently, we lacked one critical capability, the ability to measure temperature. This article summarizes our latest developments in that area. Recently, we demonstrated the first-ever use of spontaneous Raman scattering to measure combustion temperatures within the Advanced Subsonics Combustion Rig (ASCR) sector rig. We also established the highest rig pressure ever achieved for a continuous-flow combustor facility, 54.4 bar. The ASCR facility can provide operating pressures from 1 to 60 bar (60 atm). This photograph shows the Raman system setup next to the ASCR rig. The test was performed using a NASA-concept fuel injector and Jet-A fuel over a range of air inlet temperatures, pressures, and fuel/air ratios.

Properties of air and combustion products of fuels with air

NASA Technical Reports Server (NTRS)

Lewandowski, K.; Poferl, D. J.; Svevla, R.

1969-01-01

Thermodynamic and transport properties include ratio of specific heats, molecular weight, viscosity, heat capacity, thermal conductivity, and Prandtl number. Properties are calculated from 300 to 2500 degrees K and for pressures of three and ten atmospheres.

The Effect of Fuel Composition, Compression Pressure, and Fuel-Air Ratio on the Compression-Ignition Characteristics of Several Fuels

DTIC Science & Technology

1948-03-01

to this arbitrary value as ntandard. The compression time was maintained unifcum by uElng a ccnstent . driving ~ essure of 500 pounds per squ=e inch...ir ratio,0.066 (chemlo~ correct); initial~ essure , 14.7 lb/sq in. abs.; intt Ml temperature, 609° F abs~ Ignitiondelay Compres- Compres- sion...chemically correct); initial ~ essure , 14.7 lb/sq in. abso; fimal pressures 379 lb/sq in. abs.; initial temperatume~ 6090 F abs.; final temperature, 1340° F abs

Optimal fault-tolerant control strategy of a solid oxide fuel cell system

NASA Astrophysics Data System (ADS)

Wu, Xiaojuan; Gao, Danhui

2017-10-01

For solid oxide fuel cell (SOFC) development, load tracking, heat management, air excess ratio constraint, high efficiency, low cost and fault diagnosis are six key issues. However, no literature studies the control techniques combining optimization and fault diagnosis for the SOFC system. An optimal fault-tolerant control strategy is presented in this paper, which involves four parts: a fault diagnosis module, a switching module, two backup optimizers and a controller loop. The fault diagnosis part is presented to identify the SOFC current fault type, and the switching module is used to select the appropriate backup optimizer based on the diagnosis result. NSGA-II and TOPSIS are employed to design the two backup optimizers under normal and air compressor fault states. PID algorithm is proposed to design the control loop, which includes a power tracking controller, an anode inlet temperature controller, a cathode inlet temperature controller and an air excess ratio controller. The simulation results show the proposed optimal fault-tolerant control method can track the power, temperature and air excess ratio at the desired values, simultaneously achieving the maximum efficiency and the minimum unit cost in the case of SOFC normal and even in the air compressor fault.

Reduction of gaseous pollutant emissions from gas turbine combustors using hydrogen-enriched jet fuel

NASA Technical Reports Server (NTRS)

Clayton, R. M.

1976-01-01

Recent progress in an evaluation of the applicability of the hydrogen enrichment concept to achieve ultralow gaseous pollutant emission from gas turbine combustion systems is described. The target emission indexes for the program are 1.0 for oxides of nitrogen and carbon monoxide, and 0.5 for unburned hydrocarbons. The basic concept utilizes premixed molecular hydrogen, conventional jet fuel, and air to depress the lean flammability limit of the mixed fuel. This is shown to permit very lean combustion with its low NOx production while simulataneously providing an increased flame stability margin with which to maintain low CO and HC emission. Experimental emission characteristics and selected analytical results are presented for a cylindrical research combustor designed for operation with inlet-air state conditions typical for a 30:1 compression ratio, high bypass ratio, turbofan commercial engine.

Design and development of the Waukesha Custom Engine Control Air/Fuel Module

DOE Office of Scientific and Technical Information (OSTI.GOV)

Moss, D.W.

1996-12-31

The Waukesha Custom Engine Control Air/Fuel Module (AFM) is designed to control the air-fuel ratio for all Waukesha carbureted, gaseous fueled, industrial engine. The AFM is programmed with a personal computer to run in one of four control modes: catalyst, best power, best economy, or lean-burn. One system can control naturally aspirated, turbocharged, in-line or vee engines. The basic system consists of an oxygen sensing system, intake manifold pressure transducer, electronic control module, actuator and exhaust thermocouple. The system permits correct operation of Waukesha engines in spite of changes in fuel pressure or temperature, engine load or speed, and fuelmore » composition. The system utilizes closed loop control and is centered about oxygen sensing technology. An innovative approach to applying oxygen sensors to industrial engines provides very good performance, greatly prolongs sensor life, and maintains sensor accuracy. Design considerations and operating results are given for application of the system to stationary, industrial engines operating on fuel gases of greatly varying composition.« less

Effects of broadened property fuels on radiant heat flux to gas turbine combustor liners

NASA Technical Reports Server (NTRS)

Haggard, J. B., Jr.

1983-01-01

The effects of fuel type, inlet air pressure, inlet air temperature, and fuel/air ratio on the combustor radiation were investigated. Combustor liner radiant heat flux measurements were made in the spectral region between 0.14 and 6.5 microns at three locations in a modified commercial aviation can combustor. Two fuels, Jet A and a heavier distillate research fuel called ERBS were used. The use of ERBS fuel as opposed to Jet A under similar operating conditions resulted in increased radiation to the combustor liner and hence increased backside liner temperature. This increased radiation resulted in liner temperature increases always less than 73 C. The increased radiation is shown by way of calculations to be the result of increased soot concentrations in the combustor. The increased liner temperatures indicated can substantially affect engine maintenance costs by reducing combustor liner life up to 1/3 because of the rapid decay in liner material properties when operated beyond their design conditions.

Passive SCR for lean gasoline NO X control: Engine-based strategies to minimize fuel penalty associated with catalytic NH 3 generation

DOE Office of Scientific and Technical Information (OSTI.GOV)

Prikhodko, Vitaly Y.; Parks, James E.; Pihl, Josh A.

Lean gasoline engines offer greater fuel economy than common stoichiometric gasoline engines. However, excess oxygen prevents the use of the current three-way catalyst (TWC) to control nitrogen oxide (NO X) emissions in lean exhaust. A passive SCR concept, introduced by General Motors Global R&D, makes use of a TWC that is already onboard to generate NH 3 under slightly rich conditions, which is stored on the downstream SCR. The stored NH 3 is then used to reduce NO X emissions when the engine switches to lean operation. In this work, the effect of engine parameters, such as air-fuel equivalence ratiomore » and spark timing, on NH 3 generation over a commercial Pd-only TWC with no dedicated oxygen storage component was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine. NO X reduction, NH 3 formation, and reductant utilization processes were evaluated, and fuel efficiency was assessed and compared to the stoichiometric engine operation case. We found air-fuel equivalence ratio to be one of the most important parameters in controlling the NH 3 production; however, the rich operation necessary for NH 3 production results in a fuel consumption penalty. The fuel penalty can be minimized by adjusting spark timing to increase rich-phase engine out NO X emissions and, thereby, NH 3 levels. Additionally, higher engine out NO X during engine load increase to simulate acceleration resulted in additional fuel savings. Ultimately, a 10% fuel consumption benefit was achieved with the passive SCR approach by optimizing rich air-fuel equivalence ratio and spark timing while also utilizing acceleration load conditions.« less

Passive SCR for lean gasoline NO X control: Engine-based strategies to minimize fuel penalty associated with catalytic NH 3 generation

DOE PAGES

Prikhodko, Vitaly Y.; Parks, James E.; Pihl, Josh A.; ...

2016-02-18

Lean gasoline engines offer greater fuel economy than common stoichiometric gasoline engines. However, excess oxygen prevents the use of the current three-way catalyst (TWC) to control nitrogen oxide (NO X) emissions in lean exhaust. A passive SCR concept, introduced by General Motors Global R&D, makes use of a TWC that is already onboard to generate NH 3 under slightly rich conditions, which is stored on the downstream SCR. The stored NH 3 is then used to reduce NO X emissions when the engine switches to lean operation. In this work, the effect of engine parameters, such as air-fuel equivalence ratiomore » and spark timing, on NH 3 generation over a commercial Pd-only TWC with no dedicated oxygen storage component was evaluated on a 2.0-liter BMW lean burn gasoline direct injection engine. NO X reduction, NH 3 formation, and reductant utilization processes were evaluated, and fuel efficiency was assessed and compared to the stoichiometric engine operation case. We found air-fuel equivalence ratio to be one of the most important parameters in controlling the NH 3 production; however, the rich operation necessary for NH 3 production results in a fuel consumption penalty. The fuel penalty can be minimized by adjusting spark timing to increase rich-phase engine out NO X emissions and, thereby, NH 3 levels. Additionally, higher engine out NO X during engine load increase to simulate acceleration resulted in additional fuel savings. Ultimately, a 10% fuel consumption benefit was achieved with the passive SCR approach by optimizing rich air-fuel equivalence ratio and spark timing while also utilizing acceleration load conditions.« less

Investigation on minimum ignition energy of mixtures of α-pinene-benzene/air.

PubMed

Coudour, B; Chetehouna, K; Rudz, S; Gillard, P; Garo, J P

2015-01-01

Minimum ignition energies (MIE) of α-pinene-benzene/air mixtures at a given temperature for different equivalence ratios and fuel proportions are experimented in this paper. We used a cylindrical chamber of combustion using a nanosecond pulse at 1,064 nm from a Q-switched Nd:YAG laser. Laser-induced spark ignitions were studied for two molar proportions of α-pinene/benzene mixtures, respectively 20-80% and 50-50%. The effect of the equivalence ratio (Φ) has been investigated for 0.7, 0.9, 1.1 and 1.5 and ignition of fuel/air mixtures has been experimented for two different incident laser energies: 25 and 33 mJ. This study aims at observing the influence of different α-pinene/benzene proportions on the flammability of the mixture to have further knowledge of the potential of biogenic volatile organic compounds (BVOCs) and smoke mixtures to influence forest fires, especially in the case of the accelerating forest fire phenomenon (AFF). Results of ignition probability and energy absorption are based on 400 laser shots for each studied fuel proportions. MIE results as functions of equivalence ratio compared to data of pure α-pinene and pure benzene demonstrate that the presence of benzene in α-pinene-air mixture tends to increase ignition probability and reduce MIE without depending strongly on the α-pinene/benzene proportion. Copyright © 2014 Elsevier B.V. All rights reserved.

Simulated Altitude Performance of Combustor of Westinghouse 19XB-1 Jet-Propulsion Engine

NASA Technical Reports Server (NTRS)

Childs, J. Howard; McCafferty, Richard J.

1948-01-01

A 19XB-1 combustor was operated under conditions simulating zero-ram operation of the 19XB-1 turbojet engine at various altitudes and engine speeds. The combustion efficiencies and the altitude operational limits were determined; data were also obtained on the character of the combustion, the pressure drop through the combustor, and the combustor-outlet temperature and velocity profiles. At altitudes about 10,000 feet below the operational limits, the flames were yellow and steady and the temperature rise through the combustor increased with fuel-air ratio throughout the range of fuel-air ratios investigated. At altitudes near the operational limits, the flames were blue and flickering and the combustor was sluggish in its response to changes in fuel flow. At these high altitudes, the temperature rise through the combustor increased very slowly as the fuel flow was increased and attained a maximum at a fuel-air ratio much leaner than the over-all stoichiometric; further increases in fuel flow resulted in decreased values of combustor temperature rise and increased resonance until a rich-limit blow-out occurred. The approximate operational ceiling of the engine as determined by the combustor, using AN-F-28, Amendment-3, fuel, was 30,400 feet at a simulated engine speed of 7500 rpm and increased as the engine speed was increased. At an engine speed of 16,000 rpm, the operational ceiling was approximately 48,000 feet. Throughout the range of simulated altitudes and engine speeds investigated, the combustion efficiency increased with increasing engine speed and with decreasing altitude. The combustion efficiency varied from over 99 percent at operating conditions simulating high engine speed and low altitude operation to less than 50 percent at conditions simulating operation at altitudes near the operational limits. The isothermal total pressure drop through the combustor was 1.82 times as great as the inlet dynamic pressure. As expected from theoretical considerations, a straight-line correlation was obtained when the ratio of the combustor total pressure drop to the combustor-inlet dynamic pressure was plotted as a function of the ratio of the combustor-inlet air density to the combustor-outlet gas density. The combustor-outlet temperature profiles were, in general, more uniform for runs in which the temperature rise was low and the combustion efficiency was high. Inspection of the combustor basket after 36 hours of operation showed very little deterioration and no appreciable carbon deposits.

Optimization of suitable ethanol blend ratio for motorcycle engine using response surface method.

PubMed

Chen, Yu-Liang; Chen, Suming; Tsai, Jin-Ming; Tsai, Chao-Yin; Fang, Hsin-Hsiung; Yang, I-Chang; Liu, Sen-Yuan

2012-01-01

In view of energy shortage and air pollution, ethanol-gasoline blended fuel used for motorcycle engine was studied in this work. The emissions of carbon monoxide (CO), nitrogen oxides (NO(X)) and engine performance of a 125 cc four-stroke motorcycle engine with original carburetor using ethanol-gasoline fuels were investigated. The model of three-variable Box Behnken design (BBD) was used for experimental design, the ethanol blend ratios were prepared at 0, 10, 20 vol%; the speeds of motorcycle were selected as 30, 45, 60 km/h; and the throttle positions were set at 30, 60, 90 %. Both engine performance and air pollutant emissions were then analyzed by response surface method (RSM) to yield optimum operation parameters for tolerable pollutant emissions and maximum engine performance. The RSM optimization analysis indicated that the most suitable ethanol-gasoline blended ratio was found at the range of 3.92-4.12 vol% to yield a comparable fuel conversion efficiency, while considerable reductions of exhaust pollutant emissions of CO (-29 %) and NO(X) (-12 %) when compared to pure gasoline fuel. This study demonstrated low ethanol-gasoline blended fuels could be used in motorcycle carburetor engines without any modification to keep engine power while reducing exhaust pollutants.

Combustor with two stage primary fuel assembly

DOEpatents

Sharifi, Mehran; Zolyomi, Wendel; Whidden, Graydon Lane

2000-01-01

A combustor for a gas turbine having first and second passages for pre-mixing primary fuel and air supplied to a primary combustion zone. The flow of fuel to the first and second pre-mixing passages is separately regulated using a single annular fuel distribution ring having first and second row of fuel discharge ports. The interior portion of the fuel distribution ring is divided by a baffle into first and second fuel distribution manifolds and is located upstream of the inlets to the two pre-mixing passages. The annular fuel distribution ring is supplied with fuel by an annular fuel supply manifold, the interior portion of which is divided by a baffle into first and second fuel supply manifolds. A first flow of fuel is regulated by a first control valve and directed to the first fuel supply manifold, from which the fuel is distributed to first fuel supply tubes that direct it to the first fuel distribution manifold. From the first fuel distribution manifold, the first flow of fuel is distributed to the first row of fuel discharge ports, which direct it into the first pre-mixing passage. A second flow of fuel is regulated by a second control valve and directed to the second fuel supply manifold, from which the fuel is distributed to second fuel supply tubes that direct it to the second fuel distribution manifold. From the second fuel distribution manifold, the second flow of fuel is distributed to the second row of fuel discharge ports, which direct it into the second pre-mixing passage.

Lean burn natural gas fueled S.I. engine and exhaust emissions

DOE Office of Scientific and Technical Information (OSTI.GOV)

Varde, K.S.; Patro, N.; Drouillard, K.

1995-12-31

An experimental study was undertaken to study exhaust emission from a lean-burn natural gas spark ignition engine. The possibility that such an engine may help to reduce exhaust emissions substantially by taking advantage of natural gas fuel properties, such as its antiknock properties and extended lean flammability limit compared to gasoline, was the main motivation behind the investigation. A four cylinder, automotive type spark ignition engine was used in the investigation. The engine was converted to operate on natural gas by replacing its fuel system with a gaseous carburetion system. A 3-way metal metrix catalytic converter was used in themore » engine exhaust system to reduce emission levels. The engine operated satisfactorily at an equivalence ratio as lean as 0.6, at all speeds and loads. As a result NOx emissions were significantly reduced. However, hydrocarbon emissions were high, particularly at very lean conditions and light loads. Most of these hydrocarbons were made up of methane with small concentrations of ethane and propane. Coefficient of variations in hydrocarbons were generally high at very lean operating conditions and light loads, but decreased with increasing equivalence ratio and engine speed. Methane concentrations in the engine exhaust decreased with increasing load and equivalence ratio. At lean air-to-fuel ratios and light loads oxidation of methane in the catalyst was substantially limited and no NOx reduction was achieved. In addition, the proportion of nitric oxide in oxides of nitrogen increased with increasing amount of NOx in the engine exhaust. A major problem encountered in the study was the inability of the fuel system to maintain near constant air-to-fuel ratios at steady operating conditions.« less

Experimental Investigation of a Multiplex Fuel Injector Module With Discrete Jet Swirlers for Low Emission Combustors

NASA Technical Reports Server (NTRS)

Tacina, Robert; Mao, Chien-Pei; Wey, Changlie

2004-01-01

A low-NOx emissions combustor concept has been demonstrated in flame-tube tests. A lean-direct injection (LDI) concept was used where the fuel is injected directly into the flame zone and the overall equivalence ratio of the mixture is lean. The LDI concept described in this report is a multiplex fuel injector module containing multipoint fuel injection tips and multi-burning zones. The injector module comprises 25 equally spaced injection tips within a 76 by 76 mm area that fits into the flame-tube duct. The air swirlers were made from a concave plate on the axis of the fuel injector using drilled holes at an angle to the axis of the fuel injector. The NOx levels were quite low and are greater than 70 percent lower than the 1996 ICAO standard. At an inlet temperature of 810 K, inlet pressure of 2760 kPa, pressure drop of 4 percent and a flame temperature of 1900 K with JP8 fuel, the NOx emission index was 9. The 25-point injector module exhibited the most uniform radial distribution of fuel-air mixture and NOx emissions in the flame tube when compared to other multipoint injection devices. A correlation is developed relating the NOx emissions to inlet temperature, inlet pressure, equivalence ratio and pressure drop.

Time-resolved PIV investigation of flashback in stratified swirl flames of hydrogen-rich fuel

NASA Astrophysics Data System (ADS)

Ranjan, Rakesh; Clemens, Noel

2016-11-01

Hydrogen is one of the promising alternative fuels to achieve greener power generation. However, susceptibility of flashback in swirl flames of hydrogen-rich fuels acts as a major barrier to its adoption in gas turbine combustors. The current study seeks to understand the flow-flame interaction during the flashback of the hydrogen-rich flame in stratified conditions. Flashback experiments are conducted with a model combustor equipped with an axial swirler and a center-body. Fuel is injected in the main swirl flow via the fuel ports on the swirler vanes. To achieve mean radial stratification, these fuel ports are located at a radial location closer to the outer wall of the mixing tube. Stratification in the flow is assessed by employing Anisole PLIF imaging. Flashback is triggered by a rapid increase in the global equivalence ratio. The upstream propagation of the flame is investigated by employing time-resolved stereoscopic PIV and chemiluminescence imaging. Stratification leads to substantially different flame propagation behavior as well as increased flame surface wrinkling. We gratefully acknowledge the sponsorship by the DOE NETL under Grant DEFC2611-FE0007107.

Computational Fluid Dynamics Analysis for the Orbiter LH2 Feedline Flowliner

NASA Technical Reports Server (NTRS)

Kiris, Cetin C.

2005-01-01

In phase II, additional inducer rotations are simulated in order to understand the root cause of the flowliner crack problem. CFD results confirmed that there is a strong unsteady interaction between the backflow regions caused by the LPFTP inducer and secondary flow regions in the bellows cavity through the flowliner slots. It is observed that the swirl on the duct side of the downstream flowliner is stronger than on the duct side of the upstream flowliner. Due to this swirl, there are more significant unsteady flow interactions through the downstream slots than those observed in the upstream slots. Averaged values of the local velocity at the slots were provided to the NESC-ITA flow physics acoustics team to guide them in designing the acoustics experiment. A parametric study was performed to compare the flow field in the flowliner area when one upstream slot and one corresponding downstream slot were enlarged. No significant differences were observed between the flow field obtained from the enlarged slot configuration when compared with the original configuration. More cases must be analyzed with various enlarged slot configurations to generalize this observation. The flow through the A1 test stand and the flow through the orbiter fuel feedline manifold were simulated without the LPFTP. It was observed that incoming flow to the flowliner and inducer was more uniform in the A1 test stand then in the orbiter manifold. Additionally, each engine LPFTP in the orbiter receives significantly different velocity distributions. Because of the differences observed in the computed results, it is not possible for the A1 test stand to represent the three different engine feedlines simultaneously.

Comparison of Techniques for Non-Intrusive Fuel Drop Size Measurements in a Subscale Gas Turbine Combustor

NASA Technical Reports Server (NTRS)

Zaller, Michelle; Anderson, Robert C.; Hicks, Yolanda R.; Locke, Randy J.

1999-01-01

In aviation gas turbine combustors, many factors, such as the degree and extent of fuel/air mixing and fuel vaporization achieved prior to combustion, influence the formation of undesirable pollutants. To assist in analyzing the extent of fuel/air mixing, flow visualization techniques have been used to interrogate the fuel distributions during subcomponent tests of lean-burning fuel injectors. Discrimination between liquid and vapor phases of the fuel was determined by comparing planar laser-induced fluorescence (PLIF) images, elastically-scattered light images, and phase/Doppler interferometer measurements. Estimates of Sauter mean diameters are made by ratioing PLIF and Mie scattered intensities for various sprays, and factors affecting the accuracy of these estimates are discussed. Mie calculations of absorption coefficients indicate that the fluorescence intensities of individual droplets are proportional to their surface areas, instead of their volumes, due to the high absorbance of the liquid fuel for the selected excitation wavelengths.

Combustion of Gaseous Fuels with High Temperature Air in Normal- and Micro-gravity Conditions

NASA Technical Reports Server (NTRS)

Wang, Y.; Gupta, A. K.

2001-01-01

The objective of this study is determine the effect of air preheat temperature on flame characteristics in normal and microgravity conditions. We have obtained qualitative (global flame features) and some quantitative information on the features of flames using high temperature combustion air under normal gravity conditions with propane and methane as the fuels. This data will be compared with the data under microgravity conditions. The specific focus under normal gravity conditions has been on determining the global flame features as well as the spatial distribution of OH, CH, and C2 from flames using high temperature combustion air at different equivalence ratio.

The effect of water injection on nitric oxide emissions of a gas turbine combustor burning ASTM Jet-A fuel

NASA Technical Reports Server (NTRS)

Marchionna, N. R.; Diehl, L. A.; Trout, A. M.

1973-01-01

Tests were conducted to determine the effect of water injection on oxides of nitrogen (NOx) emissions of a full annular, ram induction gas turbine combustor burning ASTM Jet-A fuel. The combustor was operated at conditions simulating sea-level takeoff and cruise conditions. Water at ambient temperature was injected into the combustor primary zone at water-fuel ratios up to 2. At an inlet-air temperature of 589 K (600 F) water injection decreased the NOx emission index at a constant exponential rate: NOx = NOx (o) e to the -15 W/F power (where W/F is the water-fuel ratio and NOx(o) indicates the value with no injection). The effect of increasing combustor inlet-air temperature was to decrease the effect of the water injection. Other operating variables such as pressure and reference Mach number did not appear to significantly affect the percent reduction in NOx. Smoke emissions were found to decrease with increasing water injection.

Effect of exhaust gas recirculation on emissions from a flame-tube combustor using Liquid Jet A fuel

NASA Technical Reports Server (NTRS)

Marek, C. J.; Tacina, R. R.

1976-01-01

The effects of uncooled exhaust gas recirculation as an inert diluent on emissions of oxides of nitrogen (NO + NO2) and on combustion efficiency were investigated. Ratios of recirculated combustion products to inlet airflow were varied from 10 to 80 percent by using an inlet air ejector nozzle. Liquid Jet A fuel was used. The flame-tube combustor was 10.2 cm in diameter. It was operated with and without a flameholder present. The combustor pressure was maintained constant at 0.5 MPa. The equivalence ratio was varied from 0.3 to 1.0. The inlet air temperature was varied from 590 to 800 K, and the reference velocity from 10 to 30 m/sec. Increasing the percent recirculation from 10 to 25 had the following effects: (1) the peak NOx emission was decreased by 37 percent, from 8 to 5 g NO2/kg fuel, at an inlet air temperature of 590 K and a reference velocity of 15 m/sec; (2) the combustion efficiency was increased, particularly at the higher equivalence ratios; and (3) for a high combustion efficiency of greater than 99.5 percent, the range of operation of the combustor was nearly doubled in terms of equivalence ratio. Increasing the recirculation from 25 to 50 percent did not change the emissions significantly.

Power ramp rate capabilities of a 5 kW proton exchange membrane fuel cell system with discrete ejector control

NASA Astrophysics Data System (ADS)

Nikiforow, K.; Pennanen, J.; Ihonen, J.; Uski, S.; Koski, P.

2018-03-01

The power ramp rate capabilities of a 5 kW proton exchange membrane fuel cell (PEMFC) system are studied theoretically and experimentally for grid support service applications. The fuel supply is implemented with a fixed-geometry ejector and a discrete control solution without any anode-side pressure fluctuation suppression methods. We show that the stack power can be ramped up from 2.0 kW to 4.0 kW with adequate fuel supply and low anode pressure fluctuations within only 0.1 s. The air supply is implemented with a centrifugal blower. Air supply ramp rates are studied with a power increase executed within 1 and 0.2 s after the request, the time dictated by grid support service requirements in Finland and the UK. We show that a power ramp-up from 2.0 kW to 3.7 kW is achieved within 1 s with an initial air stoichiometry of 2.5 and within 0.2 s with an initial air stoichiometry of 7.0. We also show that the timing of the power ramp-up affects the achieved ancillary power capacity. This work demonstrates that hydrogen fueled and ejector-based PEMFC systems can provide a significant amount of power in less than 1 s and provide valuable ancillary power capacity for grid support services.

Developmental status and system studies of the monolithic solid oxide fuel cell

NASA Astrophysics Data System (ADS)

Myles, K. M.

The monolithic solid oxide fuel cell (MSOFC) was invented at the Argonne National Laboratory in 1983 and is currently being developed by a team consisting of Argonne National Laboratory and Allied-Signal Aerospace/AiResearch. The MSOFC is an oxide ceramic structure in which appropriate electronic and ionic conductors are fabricated in a honeycomb shape similar to a block of corrugated paperboard. The electrolyte, which conducts oxygens ions from the air side to the fuel side, is yttria-stabilized zirconia (YSZ). All the other materials, that is, the nickel-YSZ anode, the strontium-doped lanthanum manganite cathode, and the doped lanthanum chromite interconnect (bipolar plate), are electronic conductors. These electronic and ionic conductors are arranged to provide short conduction paths to minimize resistive losses. The power density achievable with the MSOFC is expected to be about 8 kW/kg or 4 kW/l at fuel efficiencies over 50 percent, because of small cell size and low resistive losses in the materials. These performances have been approached in laboratory test fuel cell stacks of nominal 125-W capacities.

Preliminary tests of an advanced high-temperature combustion system

NASA Technical Reports Server (NTRS)

Wear, J. D.; Trout, A. M.; Smith, J. M.; Jacobs, R. E.

1983-01-01

A combustion system has been developed to operate efficiently and with good durability at inlet pressures to 4.05 MPa (40 atm), inlet air temperatures to 900 K, and exhaust gas temperatures to 2480 K. A preliminary investigation of this system was conducted at inlet pressures to 0.94 MPa (9 atm), a nominal inlet air temperature of 560 K, and exhaust gas temperatures to 2135 K. A maximum combustion efficiency of 98.5 percent was attained at a fuel-air ratio of 0.033; the combustion efficiency decreased to about 90 percent as the fuel-air ratio was increased to 0.058. An average liner metal temperature of 915 K, 355 kelvins greater than the nominal inlet air temperature, was reached with an average exhaust gas temperature of 2090 K. The maximum local metal temperature at this condition was about 565 kelvins above the nominal inlet air temperature and decreased to 505 kelvins above with increasing combustor pressure. Tests to determine the isothermal total pressure loss of the combustor showed a liner loss of 1.1 percent and a system loss of 6.5 percent.

VIEW OF UPSTREAM (EAST) SIDES OF UPPER (EAST) END OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

VIEW OF UPSTREAM (EAST) SIDES OF UPPER (EAST) END OF LOCK, SOUTHEAST AND NORTHEAST CONTROL HOUSES, LOCK UNDER REPAIR, BUILDING NOS. 51, 52 AND SOUTHWEST CONTROL HOUSE IN BACKGROUND, VIEW TOWARDS WEST-NORTHWEST - Ortona Lock, Lock No. 2, Machinery and Control Houses, Caloosahatchee River, Cross-State Canal, Okeechobee Intracoastal Waterway, Ortona, Glades County, FL

DOE Office of Scientific and Technical Information (OSTI.GOV)

King, David A.

Oak Ridge Associated Universities (ORAU), under the Oak Ridge Institute for Science and Education (ORISE) contract, collected split surface water samples with Nuclear Fuel Services (NFS) representatives on August 21, 2013. Representatives from the U.S. Nuclear Regulatory Commission (NRC) and the Tennessee Department of Environment and Conservation were also in attendance. Samples were collected at four surface water stations, as required in the approved Request for Technical Assistance number 11-018. These stations included Nolichucky River upstream (NRU), Nolichucky River downstream (NRD), Martin Creek upstream (MCU), and Martin Creek downstream (MCD). Both ORAU and NFS performed gross alpha and gross betamore » analyses, and the comparison of results using the duplicate error ratio (DER), also known as the normalized absolute difference, are tabulated. All DER values were less than 3 and results are consistent with low (e.g., background) concentrations.« less

Method and apparatus for capturing carbon dioxide during combustion of carbon containing fuel

DOEpatents

Axelbaum, Richard L.; Kumfer, Benjamin M.; Xia, Fei; Gopan, Akshay; Dhungel, Bhupesh

2018-04-10

A boiler system having a series of boilers. Each boiler includes a shell having an upstream end, a downstream end, and a hollow interior. The boilers also have an oxidizer inlet entering the hollow interior adjacent the upstream end of the shell and a fuel nozzle positioned adjacent the upstream end of the shell for introducing fuel into the hollow interior of the shell. Each boiler includes a flue duct connected to the shell adjacent the downstream end for transporting flue gas from the hollow interior. Oxygen is delivered to the oxidizer inlet of the first boiler in the series. Flue gas from the immediately preceding boiler in the series is delivered through the oxidizer inlet of each boiler subsequent to the first boiler in the series.

Altitude-wind-tunnel investigation of tail-pipe burning with a Westinghouse X24C-4B axial-flow turbojet engine

NASA Technical Reports Server (NTRS)

Fleming, William A; Wallner, Lewis E

1948-01-01

Thrust augmentation of an axial-flow type turbojet engine by burning fuel in the tail pipe has been investigated in the NACA Cleveland altitude wind tunnel. The performance was determined over a range of simulated flight conditions and tail-pipe fuel flows. The engine tail pipe was modified for the investigation to reduce the gas velocity at the inlet of the tail-pipe combustion chamber and to provide an adequate seat for the flame; four such modifications were investigated. The highest net-thrust increase obtained in the investigation was 86 percent with a net thrust specific fuel consumption of 2.91 and a total fuel-air ratio of 0.0523. The highest combustion efficiencies obtained with the four configurations ranged from 0.71 to 0.96. With three of the tail-pipe burners, for which no external cooling was provided, the exhaust nozzle and the rear part of the burner section were bright red during operation at high tail-pipe fuel-air ratios. With the tail-pipe burner for which fuel and water cooling were provided, the outer shell of the tail-pipe burner showed no evidence of elevated temperatures at any operating condition.

Advanced engine management of individual cylinders for control of exhaust species

DOEpatents

Graves, Ronald L [Knoxville, TN; West, Brian H [Knoxville, TN; Huff, Shean P [Knoxville, TN; Parks, II, James E

2008-12-30

A method and system controls engine-out exhaust species of a combustion engine having a plurality of cylinders. The method typically includes various combinations of steps such as controlling combustion parameters in individual cylinders, grouping the individual cylinders into a lean set and a rich set of one or more cylinders, combusting the lean set in a lean combustion parameter condition having a lean air:fuel equivalence ratio, combusting the rich set in a rich combustion parameter condition having a rich air:fuel equivalence ratio, and adjusting the lean set and the rich set of one or more cylinders to generate net-lean combustion. The exhaust species may have elevated concentrations of hydrogen and oxygen.

Autoignition in a premixing-prevaporizing fuel duct using 3 different fuel injection systems at inlet air temperatures to 1250 K

NASA Technical Reports Server (NTRS)

Tacina, R. R.

1983-01-01

Conditions were determined in a continuous-flow, premixing-prevaporizing duct at which autoignition occurred. Test conditions were representative of an advanced, regenerative-cycle, automotive gas turbine. The test conditions inlet air temperatures from 600 to 1250 K (a vitiated preheater was used), pressures from 170 to 600 kPa, air velocities of 10 to 30 m/sec, equivalence ratios from 0.3 to 1.0, mixing lengths from 10 to 60 cm, and residence times of 2 to 100 ms. The fuel was diesel number 2. The duct was insulated and had an inside diameter of 12 cm. Three different fuel injection systems were used: One was a single simplex pressure atomizer, and the other two were multiple-source injectors. The data obtained with the simplex and one of the multiple-source injectors agreed satisfactorily with the references and correlated with an Arrenhius expression. The data obtained with the other multiple source injector, which used multiple cones to improve the fuel-air distribution, did not correlate well with residence time.

Combustion gas properties. 2: Natural gas fuel and dry air

NASA Technical Reports Server (NTRS)

Wear, J. D.; Jones, R. E.; Trout, A. M.; Mcbride, B. J.

1985-01-01

A series of computations has been made to produce the equilibrium temperature and gas composition for natural gas fuel and dry air. The computed tables and figures provide combustion gas property data for pressures from 0.5 to 50 atmospheres and equivalence ratios from 0 to 2.0. Only samples tables and figures are provided in this report. The complete set of tables and figures is provided on four microfiche films supplied with this report.

Steam reforming of commercial ultra-low sulphur diesel

NASA Astrophysics Data System (ADS)

Boon, Jurriaan; van Dijk, Eric; de Munck, Sander; van den Brink, Ruud

Two main routes for small-scale diesel steam reforming exist: low-temperature pre-reforming followed by well-established methane steam reforming on the one hand and direct steam reforming on the other hand. Tests with commercial catalysts and commercially obtained diesel fuels are presented for both processes. The fuels contained up to 6.5 ppmw sulphur and up to 4.5 vol.% of biomass-derived fatty acid methyl ester (FAME). Pre-reforming sulphur-free diesel at around 475 °C has been tested with a commercial nickel catalyst for 118 h without observing catalyst deactivation, at steam-to-carbon ratios as low as 2.6. Direct steam reforming at temperatures up to 800 °C has been tested with a commercial precious metal catalyst for a total of 1190 h with two catalyst batches at steam-to-carbon ratios as low as 2.5. Deactivation was neither observed with lower steam-to-carbon ratios nor for increasing sulphur concentration. The importance of good fuel evaporation and mixing for correct testing of catalysts is illustrated. Diesel containing biodiesel components resulted in poor spray quality, hence poor mixing and evaporation upstream, eventually causing decreasing catalyst performance. The feasibility of direct high temperature steam reforming of commercial low-sulphur diesel has been demonstrated.

Influence of Forced Flow on the Dendritic Growth of Fe-C Alloy: 3D vs 2D Simulation

NASA Astrophysics Data System (ADS)

Wang, Weiling; Wang, Zhaohui; Luo, Sen; Ji, Cheng; Zhu, Miaoyong

2017-12-01

A 3D parallel cellular automaton-finite volume method (CA-FVM) model was used to simulate the equiaxed dendritic growth of an Fe-0.82 wt pct C alloy with xy- in- out and xyz- in- out type forced flows and the columnar dendritic growth with y- in- out type forced flow. In addition, the similarities and differences between the results of the 3D and 2D models are discussed and summarized in detail. The capabilities of the 3D and 2D CA-FVM models to predict the dendritic growth of the alloy with forced flow are validated through comparison with the boundary layer correction and Oseen-Ivanstov models, respectively. Because the forced flow can pass around perpendicular arms of the dendrites, the secondary arms at the sides upstream from the perpendicular arms are more developed than those on the upstream side of the upstream arms, especially at higher inlet velocities. In addition, compared to the xy- in- out case, the growth of the downstream arms is less inhibited and the secondary arms are more developed in the xyz- in- out case because of the greater lateral flow around their tips. Compared to the 3D case, the 2D equiaxed dendrites are more asymmetrical and lack secondary arms because of the thicker solute envelope. In the 3D case, the columnar dendrites on the upstream side (left one) are promoted, while the middle and downstream dendrites are inhibited in sequence. However, the sequential inhibition starts on the upstream side in the 2D case. This is mainly because the melt can pass around the upstream branch in 3D space. However, it can only climb over the upstream tip in 2D space. Additionally, the secondary arms show upstream development, which is more significant with increasing inlet velocity. The level of development of the secondary arms is also affected by the decay of the forced flow in the flow direction.

Combustion chamber and thermal vapor stream producing apparatus and method

DOEpatents

Sperry, John S.; Krajicek, Richard W.; Cradeur, Robert R.

1978-01-01

A new and improved method and apparatus for burning a hydrocarbon fuel for producing a high pressure thermal vapor stream comprising steam and combustion gases for injecting into a subterranean formation for the recovery of liquefiable minerals therefrom, wherein a high pressure combustion chamber having multiple refractory lined combustion zones of varying diameters is provided for burning a hydrocarbon fuel and pressurized air in predetermined ratios injected into the chamber for producing hot combustion gases essentially free of oxidizing components and solid carbonaceous particles. The combustion zones are formed by zones of increasing diameters up a final zone of decreasing diameter to provide expansion zones which cause turbulence through controlled thorough mixing of the air and fuel to facilitate complete combustion. The high pressure air and fuel is injected into the first of the multiple zones where ignition occurs with a portion of the air injected at or near the point of ignition to further provide turbulence and more complete combustion.

Transverse jet shear layer instabilities and their control

NASA Astrophysics Data System (ADS)

Karagozian, Ann

2013-11-01

The jet in crossflow, or transverse jet, is a canonical flowfield that has relevance to engineering systems ranging from dilution jets and film cooling for gas turbine engines to thrust vector control and fuel injection in high speed aerospace vehicles to environmental control of effluent from chimney and smokestack plumes. Over the years, our UCLA Energy and Propulsion Research Lab's studies on this flowfield have focused on the dynamics of the vorticity associated with equidensity and variable density jets in crossflow, including the stability characteristics of the jet's upstream shear layer. A range of different experimental diagnostics have been used to study the jet's upstream shear layer, whereby a transition from convectively unstable behavior at high jet-to-crossflow momentum flux ratios to absolutely unstable flow at low momentum flux and/or density ratios is identified. These differences in shear layer stability characteristics have a profound effect on how one employs external excitation to control jet penetration, spread, and mixing, depending on the flow regime and specific engineering application. These control strategies, and challenges for future research directions, will be identified in this presentation.

Parametric effect on the mixing of the combination of a hydrogen porthole with an air porthole in transverse gaseous injection flow fields

NASA Astrophysics Data System (ADS)

Li, Lang-quan; Huang, Wei; Yan, Li; Li, Shi-bin

2017-10-01

The dual transverse injection system with a front hydrogen porthole and a rear air porthole arranged in tandem is proposed, and this is a realistic approach for mixing enhancement and penetration improvement of transverse injection in a scramjet combustor. The influence of this dual transverse injection system on mixing characteristics has been evaluated numerically based on grid independency analysis and code validation. The numerical approach employed in the current study has been validated against the available experimental data in the open literature, and the predicted wall static pressure distributions show reasonable agreement with the experimental data for the cases with different jet-to-crossflow pressure ratios. The obtained results predicted by the three-dimensional Reynolds-average Navier - Stokes (RANS) equations coupled with the two equation k-ω shear stress transport (SST) turbulence model show that the air pothole has an great impact on penetration depth and mixing efficiency, and the effect of air jet on flow field varies with different values of the aspect ratio. The air porthole with larger aspect ratio can increase the fuel penetration depth. However, when the aspect ratio is relatively small, the fuel penetration depth decreases, and even smaller than that of the single injection system. At the same time, the air pothole has a highly remarkable improvement on mixing efficiency, especially in the near field. The smaller the aspect ratio of the air porthole is, the higher the mixing efficiency in the near field is. This is due to its larger circulation in the near field. The dual injection system owns more losses of stagnation pressure than the single injection system.

Spontaneous ignition delay characteristics of hydrocarbon fuel-air mixtures

NASA Technical Reports Server (NTRS)

Lefebvre, A. H.; Freeman, W. G.; Cowell, L. H.

1986-01-01

The influence of pressure on the autoignition characteristics of homogeneous mixtures of hydrocarbon fuels in air is examined. Autoignition delay times are measured for propane, ethylene, methane, and acetylene in a continuous flow apparatus featuring a multi-point fuel injector. Results are presented for mixture temperatures from 670K to 1020K, pressures from 1 to 10 atmospheres, equivalence ratios from 0.2 to 0.7, and velocities from 5 to 30 m/s. Delay time is related to pressure, temperature, and fuel concentration by global reaction theory. The results show variations in global activation energy from 25 to 38 kcal/kg-mol, pressure exponents from 0.66 to 1.21, and fuel concentration exponents from 0.19 to 0.75 for the fuels studied. These results are generally in good agreement with previous studies carried out under similar conditions.

System and method for coproduction of activated carbon and steam/electricity

DOEpatents

Srinivasachar, Srivats [Sturbridge, MA; Benson, Steven [Grand Forks, ND; Crocker, Charlene [Newfolden, MN; Mackenzie, Jill [Carmel, IN

2011-07-19

A system and method for producing activated carbon comprising carbonizing a solid carbonaceous material in a carbonization zone of an activated carbon production apparatus (ACPA) to yield a carbonized product and carbonization product gases, the carbonization zone comprising carbonaceous material inlet, char outlet and carbonization gas outlet; activating the carbonized product via activation with steam in an activation zone of the ACPA to yield activated carbon and activation product gases, the activation zone comprising activated carbon outlet, activation gas outlet, and activation steam inlet; and utilizing process gas comprising at least a portion of the carbonization product gases or a combustion product thereof; at least a portion of the activation product gases or a combustion product thereof; or a combination thereof in a solid fuel boiler system that burns a solid fuel boiler feed with air to produce boiler-produced steam and flue gas, the boiler upstream of an air heater within a steam/electricity generation plant, said boiler comprising a combustion zone, a boiler-produced steam outlet and at least one flue gas outlet.

On the impact of forced roll convection on vertical turbulent transport in cold air outbreaks

NASA Astrophysics Data System (ADS)

Gryschka, Micha; Fricke, Jens; Raasch, Siegfried

2014-11-01

We investigated the impact of roll convection on the convective boundary layer and vertical transports in different cold air outbreak (CAO) scenarios using large eddy simulations (LES). The organization of convection into rolls was triggered by upstream heterogeneities in the surface temperature, representing ice and water. By changing the sea ice distribution in our LES, we were able to simulate a roll and a nonroll case for each scenario. Furthermore, the roll wavelength was varied by changing the scale of the heterogeneity. The characteristics of the simulated rolls and cloud streets, such as aspect ratios, orientation of the roll axes, and downstream extensions of single rolls agreed closely with observations in CAO situations. The vertical turbulent fluxes, calculated for each simulation, were decomposed into contributions from rolls and from unorganized turbulence. Even though our results confirmed that rolls triggered by upstream heterogeneities can substantially contribute to vertical turbulent fluxes, the total fluxes were not affected by the rolls.

Fuel cell electric power production

DOEpatents

Hwang, Herng-Shinn; Heck, Ronald M.; Yarrington, Robert M.

1985-01-01

A process for generating electricity from a fuel cell includes generating a hydrogen-rich gas as the fuel for the fuel cell by treating a hydrocarbon feed, which may be a normally liquid feed, in an autothermal reformer utilizing a first monolithic catalyst zone having palladium and platinum catalytic components therein and a second, platinum group metal steam reforming catalyst. Air is used as the oxidant in the hydrocarbon reforming zone and a low oxygen to carbon ratio is maintained to control the amount of dilution of the hydrogen-rich gas with nitrogen of the air without sustaining an insupportable amount of carbon deposition on the catalyst. Anode vent gas may be utilized as the fuel to preheat the inlet stream to the reformer. The fuel cell and the reformer are preferably operated at elevated pressures, up to about a pressure of 150 psia for the fuel cell.

Performance and operational improvements made to the Waukesha AT27-GL engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Reinbold, E.O.

1996-12-31

This paper presents the results of combustion and engine performance studies performed on the AT27GL lean burn engine. One study was to evaluate the effect of the pre-combustion chamber cup geometry on engine performance under several operating conditions including: Air-Fuel Ratio (AFR), ignition timing, and engine load. The study examined several combustion parameters; including IMEP, coefficient of variation of IMEP, heat release rates, and maximum combustion pressures. The study also examined engine thermal efficiency, and brake specific emissions of Oxides of Nitrogen, Carbon Monoxide, and Total Hydrocarbons (gaseous). Studies were also performed on different spark plug designs, comparing firing voltages,more » and electrode temperatures while operating under conditions of varying AFR, and ignition timing. In addition an Air-Fuel-Ratio controller was recently tested and released on the engine. The controller was tested under conditions of varying fuel quality, along with a detonation control system.« less

Recycling of plastic: accounting of greenhouse gases and global warming contributions.

PubMed

Astrup, Thomas; Fruergaard, Thilde; Christensen, Thomas H

2009-11-01

Major greenhouse gas (GHG) emissions related to plastic waste recycling were evaluated with respect to three management alternatives: recycling of clean, single-type plastic, recycling of mixed/contaminated plastic, and use of plastic waste as fuel in industrial processes. Source-separated plastic waste was received at a material recovery facility (MRF) and processed for granulation and subsequent downstream use. In the three alternatives, plastic was assumed to be substituting virgin plastic in new products, wood in low-strength products (outdoor furniture, fences, etc.), and coal or fuel oil in the case of energy utilization. GHG accounting was organized in terms of indirect upstream emissions (e.g. provision of energy, fuels, and materials), direct emissions at the MRF (e.g. fuel combustion), and indirect downstream emissions (e.g. avoided emissions from production of virgin plastic, wood, or coal/oil). Combined, upstream and direct emissions were estimated to be roughly between 5 and 600 kg CO(2)-eq. tonne( -1) of plastic waste depending on treatment at the MRF and CO(2) emissions from electricity production. Potential downstream savings arising from substitution of virgin plastic, wood, and energy fuels were estimated to be around 60- 1600 kg CO(2)-eq. tonne( -1) of plastic waste depending on substitution ratios and CO(2) emissions from electricity production. Based on the reviewed data, it was concluded that substitution of virgin plastic should be preferred. If this is not viable due to a mixture of different plastic types and/or contamination, the plastic should be used for energy utilization. Recycling of plastic waste for substitution of other materials such as wood provided no savings with respect to global warming.

Thermodynamic performance analysis of ramjet engine at wide working conditions

NASA Astrophysics Data System (ADS)

Ou, Min; Yan, Li; Tang, Jing-feng; Huang, Wei; Chen, Xiao-qian

2017-03-01

Although ramjet has the advantages of high-speed flying and higher specific impulse, the performance parameters will decline seriously with the increase of flight Mach number and flight height. Therefore, the investigation on the thermodynamic performance of ramjet is very crucial for broadening the working range. In the current study, a typical ramjet model has been employed to investigate the performance characteristics at wide working conditions. First of all, the compression characteristic analysis is carried out based on the Brayton cycle. The obtained results show that the specific cross-section area (A2 and A5) and the air-fuel ratio (f) have a great influence on the ramjet performance indexes. Secondly, the thermodynamic calculation process of ramjet is given from the view of the pneumatic thermal analysis. Then, the variable trends of the ramjet performance indexes with the flow conditions, the air-fuel ratio (f), the specific cross-sectional area (A2 and A5) under the fixed operating condition, equipotential dynamic pressure condition and variable dynamic pressure condition have been discussed. Finally, the optimum value of the specific cross-sectional area (A5) and the air-fuel ratio (f) of the ramjet model at a fixed work condition (Ma=3.5, H=12 km) are obtained.

Altitude-Test-Chamber Investigation of a Solar Afterburner on the 24C Engine I - Operational Characteristics and Altitude Limits

NASA Technical Reports Server (NTRS)

1948-01-01

An altitude-test-chamber investigation was conducted to determine the operational characteristics and altitude blow-out limits of a Solar afterburner in a 24C engine. At rated engine speed and maximum permissible turbine-discharge temperature, the altitude limit as determined by combustion blow-out occurred as a band of unstable operation of about 8000 feet altitude in width with maximum altitude limits from 32,000 feet at a Mach number of 0.3 to about 42,000 feet at a Mach number of 1.0. The maximum fuel-air ratio of the afterburner, as limited by maximum permissible turbine-discharge gas temperatures at rated engine speed, varied between 0.0295 and 0.0380 over a range of flight Mach numbers from 0.25 to 1.0 and at altitudes of 20,000 and 30,000 feet. Over this range of operating conditions, the fuel-air ratio at which lean blow-out occurred was from 10 to 19 percent below these maximum fuel-air ratios. Combustion was very smooth and uniform during operation; however, ignition of the burner was very difficult throughout the investigation. A failure of the flame holder after 12 hours and 15 minutes of afterburner operation resulted in termination of the investigation.

Fuel injection nozzle and method of manufacturing the same

DOE Office of Scientific and Technical Information (OSTI.GOV)

Monaghan, James Christopher; Johnson, Thomas Edward; Ostebee, Heath Michael

A fuel injection head for use in a fuel injection nozzle comprises a monolithic body portion comprising an upstream face, an opposite downstream face, and a peripheral wall extending therebetween. A plurality of pre-mix tubes are integrally formed with and extend axially through the body portion. Each of the pre-mix tubes comprises an inlet adjacent the upstream face, an outlet adjacent the downstream face, and a channel extending between the inlet and the outlet. Each pre-mix tube also includes at least one fuel injector that at least partially extends outward from an exterior surface of the pre-mix tube, wherein themore » fuel injector is integrally formed with the pre-mix tube and is configured to facilitate fuel flow between the body portion and the channel.« less

Minimum data requirement for neural networks based on power spectral density analysis.

PubMed

Deng, Jiamei; Maass, Bastian; Stobart, Richard

2012-04-01

One of the most critical challenges ahead for diesel engines is to identify new techniques for fuel economy improvement without compromising emissions regulations. One technique is the precise control of air/fuel ratio, which requires the measurement of instantaneous fuel consumption. Measurement accuracy and repeatability for fuel rate is the key to successfully controlling the air/fuel ratio and real-time measurement of fuel consumption. The volumetric and gravimetric measurement principles are well-known methods for measurement of fuel consumption in internal combustion engines. However, the fuel flow rate measured by these methods is not suitable for either real-time control or real-time measurement purposes because of the intermittent nature of the measurements. This paper describes a technique that can be used to find the minimum data [consisting of data from just 2.5% of the non-road transient cycle (NRTC)] to solve the problem concerning discontinuous data of fuel flow rate measured using an AVL 733S fuel meter for a medium or heavy-duty diesel engine using neural networks. Only torque and speed are used as the input parameters for the fuel flow rate prediction. Power density analysis is used to find the minimum amount of the data. The results show that the nonlinear autoregressive model with exogenous inputs could predict the particulate matter successfully with R(2) above 0.96 using 2.5% NRTC data with only torque and speed as inputs.

Effect of primary-zone water injection on pollutants from a combustor burning liquid ASTM A-1 and vaporized propane fuels

NASA Technical Reports Server (NTRS)

Ingebo, R. D.; Norgren, C. T.

1973-01-01

A combustor segment 0.457 meter (18 in.) long with a maximum cross section of 0.153 by 0.305 meter (6 by 12 in.) was operated at inlet-air temperatures of 590 and 700 K, inlet-air pressures of 4 and 10 atmospheres, and fuel-air ratios of 0.014 and 0.018 to determine the effect of primary-zone water injection on pollutants from burning either propane or ASTM A-1 fuel. At a simulated takeoff condition of 10 atmospheres and 700 K, multiple-orifice nozzles used to inject water at 1 percent of the airflow rate reduced nitrogen oxides 75 percent with propane and 65 percent with ASTM A-1 fuel. Although carbon monoxide and unburned hydrocarbons increased with water injection, they remained relatively low; and smoke numbers were well below the visibility limit.

Direct numerical simulation of auto-ignition of a hydrogen vortex ring reacting with hot air

DOE Office of Scientific and Technical Information (OSTI.GOV)

Doom, Jeff; Mahesh, Krishnan

2009-04-15

Direct numerical simulation (DNS) is used to study chemically reacting, laminar vortex rings. A novel, all-Mach number algorithm developed by Doom et al. [J. Doom, Y. Hou, K. Mahesh, J. Comput. Phys. 226 (2007) 1136-1151] is used. The chemical mechanism is a nine species, nineteen reaction mechanism for H{sub 2}/air combustion proposed by Mueller et al. [M.A. Mueller, T.J. Kim, R.A. Yetter, F.L. Dryer, Int. J. Chem. Kinet. 31 (1999) 113-125]. Diluted H{sub 2} at ambient temperature (300 K) is injected into hot air. The simulations study the effect of fuel/air ratios, oxidizer temperature, Lewis number and stroke ratio (ratiomore » of piston stroke length to diameter). Results show that auto-ignition occurs in fuel lean, high temperature regions with low scalar dissipation at a 'most reactive' mixture fraction, {zeta}{sub MR} (Mastorakos et al. [E. Mastorakos, T.A. Baritaud, T.J. Poinsot, Combust. Flame 109 (1997) 198-223]). Subsequent evolution of the flame is not predicted by {zeta}{sub MR}; a most reactive temperature T{sub MR} is defined and shown to predict both the initial auto-ignition as well as subsequent evolution. For stroke ratios less than the formation number, ignition in general occurs behind the vortex ring and propagates into the core. At higher oxidizer temperatures, ignition is almost instantaneous and occurs along the entire interface between fuel and oxidizer. For stroke ratios greater than the formation number, ignition initially occurs behind the leading vortex ring, then occurs along the length of the trailing column and propagates toward the ring. Lewis number is seen to affect both the initial ignition as well as subsequent flame evolution significantly. Non-uniform Lewis number simulations provide faster ignition and burnout time but a lower maximum temperature. The fuel rich reacting vortex ring provides the highest maximum temperature and the higher oxidizer temperature provides the fastest ignition time. The fuel lean reacting vortex ring has little effect on the flow and behaves similar to a non-reacting vortex ring. (author)« less

18. View to southwest. Detail, bearing shoe, upstream side of ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

18. View to southwest. Detail, bearing shoe, upstream side of east pier. Copy negative made from 35mm color transparency made with with 135mm lens by John Snyder, due to lack of sufficiently long lens for 4x5 camera. - South Fork Trinity River Bridge, State Highway 299 spanning South Fork Trinity River, Salyer, Trinity County, CA

40 CFR 60.4248 - What definitions apply to this subpart?

Code of Federal Regulations, 2012 CFR

2012-07-01

... is designed to properly function in terms of reliability and fuel consumption, without being... gaseous state at standard atmospheric temperature and pressure under ordinary conditions, and which is... recommendations regarding air/fuel ratio will be considered a rich burn engine if the excess oxygen content of the...

Annular feed air breathing fuel cell stack

DOEpatents

Wilson, Mahlon S.

1996-01-01

A stack of polymer electrolyte fuel cells is formed from a plurality of unit cells where each unit cell includes fuel cell components defining a periphery and distributed along a common axis, where the fuel cell components include a polymer electrolyte membrane, an anode and a cathode contacting opposite sides of the membrane, and fuel and oxygen flow fields contacting the anode and the cathode, respectively, wherein the components define an annular region therethrough along the axis. A fuel distribution manifold within the annular region is connected to deliver fuel to the fuel flow field in each of the unit cells. In a particular embodiment, a single bolt through the annular region clamps the unit cells together. In another embodiment, separator plates between individual unit cells have an extended radial dimension to function as cooling fins for maintaining the operating temperature of the fuel cell stack.

Numerical simulation of transverse fuel injection

NASA Technical Reports Server (NTRS)

Mao, Marlon; Riggins, David W.; Mcclinton, Charles R.

1991-01-01

A review of recent work at NASA Langley Research Center to compare the predictions of transverse fuel injector flow fields and mixing performance with experimental results is presented. Various cold (non-reactive) mixing studies were selected for code calibration which include the effects of boundary layer thickness and injection angle for sonic hydrogen injection into supersonic air. Angled injection of helium is also included. This study was performed using both the three-dimensional elliptic and the parabolized Navier-Stokes (PNS) versions of SPARK. Axial solution planes were passed from PNS to elliptic and elliptic to PNS in order to efficiently generate solutions. The PNS version is used both upstream and far downstream of the injector where the flow can be considered parabolic in nature. The comparisons are used to identify experimental deficiencies and computational procedures to improve agreement.

A Low NO(x) Lean-Direct Injection, Multipoint Integrated Module Combuster Concept for Advanced Aircraft Gas Turbines

NASA Technical Reports Server (NTRS)

Tacina, Robert; Wey, Changlie; Laing, Peter; Mansour, Adel

2002-01-01

A low NO(x) emissions combustor has been demonstrated in flame-tube tests. A multipoint, lean-direct injection concept was used. Configurations were tested that had 25- and 36- fuel injectors in the size of a conventional single fuel injector. An integrated-module approach was used for the construction where chemically etched laminates, diffusion bonded together, combine the fuel injectors, air swirlers and fuel manifold into a single element. Test conditions were inlet temperatures up to 810 K, inlet pressures up to 2760 kPa, and flame temperatures up to 2100 K. A correlation was developed relating the NO(x) emissions with the inlet temperature, inlet pressure, fuel-air ratio and pressure drop. Assuming that 10 percent of the combustion air would be used for liner cooling and using a hypothetical engine cycle, the NO(x) emissions using the correlation from flame-tube tests were estimated to be less than 20 percent of the 1996 ICAO standard.

Influences of calcium oxide content in marine fuel oil on emission characteristics of marine furnaces under varying humidity and temperature of the inlet air.

PubMed

Lin, Cherng-Yuan; Chen, Wei-Cheng

2004-01-01

A marine furnace made of stainless steel. combined with an automatic small-size oil-fired burner, was used to experimentally investigate the influences of calcium oxide content in fuel oil on the combustion and emission characteristics under varying temperatures and humidity of the inlet air. Marine fuel oil generally contains various extents of metallic oxides such as CaO, Fe2O3, V2O5, etc which might affect its burning properties. In this study, an air-conditioner was used to adjust the humidity and temperatures of the inlet air to preset values prior to entering the burner. The adjusted inlet air atomized the marine diesel oil A containing a calcium oxide compound, to form a heterogeneous reactant mixture. The reactant mixture was thereafter ignited by a high-voltage electrode in the burner and burned within the marine furnace. The probes of a gas analyzer, H2S analyzer and a K-type thermocouple were inserted into the radial positions of the furnace through the eight rectangular slots which were cut in the upper side of the furnace. The experimental results showed that an increase of either humidity or temperature of the inlet air caused the promotion of the reaction rate of the fuel. The existence of calcium oxide compound in the diesel fuel also facilitated the oxidation reaction in the combustion chamber. The addition of CaO in the diesel fuel under the conditions of higher temperature or higher relative humidity of the inlet air produced the following: higher concentrations of CO2, SO2, and H2S emissions, an increased burning efficiency, a lowered O2 level, production of excess air and NOx emissions as well as a lower thermal loss and a lower burning gas temperature, as compared with the conditions of a lower temperature or a lower humidity of the inlet air. In addition, the burning of diesel fuel with added CaO compound caused a large variation in the burning efficiency, thermal loss, plus CO2, O2, and excess air emissions between the conditions of higher temperature/higher humidity and lower temperature/lower humidity inlet air compared with no CaO addition in the fuel. Moreover, the burning efficiency and the concentrations of excess air and O2 emissions increased, while the thermal loss, burning gas temperature and H2S, SO2, NOx, and CO2 emissions decreased with the increase of the axial distance from the measured location to the burner nozzle.

Bubble performance of a novel dissolved air flotation(DAF) unit.

PubMed

Chen, Fu-tai; Peng, Feng-xian; Wu, Xiao-qing; Luan, Zhao-kun

2004-01-01

ES-DAF, a novel DAF with low cost, high reliability and easy controllability, was studied. Without a costly air saturator, ES-DAF consists of an ejector and a static mixer between the pressure side and suction side of the recycle rotary pump. The bubble size distribution in this novel unit was studied in detail by using a newly developed CCD imagination through a microscope. Compared with M-DAF under the same saturation pressure, ES-DAF can produce smaller bubble size and higher bubble volume concentration, especially in lower pressure. In addition, the bubble size decreases with the increase of reflux ratio or decrease of superficial air-water ratio. These results suggested that smaller bubbles will be formed when the initial number of nucleation sites increases by enhancing the turbulence intensity in the saturation system.

System for indicating fuel-efficient aircraft altitude

NASA Technical Reports Server (NTRS)

Gary, B. L. (Inventor)

1984-01-01

A method and apparatus are provided for indicating the altitude at which an aircraft should fly so the W/d ratio (weight of the aircraft divided by the density of air) more closely approaches the optimum W/d for the aircraft. A passive microwave radiometer on the aircraft is directed at different angles with respect to the horizon to determine the air temperature, and therefore the density of the air, at different altitudes. The weight of the aircraft is known. The altitude of the aircraft is changed to fly the aircraft at an altitude at which is W/d ratio more closely approaches the optimum W/d ratio for that aircraft.

Stoichiometric Experiments with Alkane Combustion: A Classroom Demonstration

ERIC Educational Resources Information Center

Zhilin, Denis M.

2012-01-01

A simple, effective demonstration of the concept of limiting and excess reagent is presented. Mixtures of either air/methane (from a gas line) or air/butane (from a disposable cigarette lighter) contained in a plastic 2 L soda bottles are ignited. The mixtures combust readily when air/fuel ratios are stoichiometric, but not at a 2-fold excess of…

Stirling engines for hybrid electric vehicle applications

NASA Astrophysics Data System (ADS)

Ernst, William D.

Laboratory and vehicle chassis dynamometer test data based on natural gas fuel are presented for kinematic Stirling engine emissions levels over a range of air/fuel ratios and exhaust gas recirculation levels. It is concluded that the natural-gas-fired Stirling engine is capable of producing exhaust pipe emissions levels significantly below those of other engines. The projected emissions levels are found to be compliant with the 1995 California Air Resources Board Mobile Source Emission Standards for ultra-low-emissions vehicles.

Investigation on the effect of diaphragm on the combustion characteristics of solid-fuel ramjet

NASA Astrophysics Data System (ADS)

Gong, Lunkun; Chen, Xiong; Yang, Haitao; Li, Weixuan; Zhou, Changsheng

2017-10-01

The flow field characteristics and the regression rate distribution of solid-fuel ramjet with three-hole diaphragm were investigated by numerical and experimental methods. The experimental data were obtained by burning high-density polyethylene using a connected-pipe facility to validate the numerical model and analyze the combustion efficiency of the solid-fuel ramjet. The three-dimensional code developed in the present study adopted three-order MUSCL and central difference schemes, AUSMPW + flux vector splitting method, and second-order moment turbulence-chemistry model, together with k-ω shear stress transport (SST) turbulence model. The solid fuel surface temperature was calculated with fluid-solid heat coupling method. The numerical results show that strong circumferential flow exists in the region upstream of the diaphragm. The diaphragm can enhance the regression rate of the solid fuel in the region downstream of the diaphragm significantly, which mainly results from the increase of turbulent viscosity. As the diaphragm port area decreases, the regression rate of the solid fuel downstream of the diaphragm increases. The diaphragm can result in more sufficient mixing between the incoming air and fuel pyrolysis gases, while inevitably producing some pressure loss. The experimental results indicate that the effect of the diaphragm on the combustion efficiency of hydrocarbon fuels is slightly negative. It is conjectured that the diaphragm may have some positive effects on the combustion efficiency of the solid fuel with metal particles.

Internal combustion engine cylinder-to-cylinder balancing with balanced air-fuel ratios

DOEpatents

Harris, Ralph E.; Bourn, Gary D.; Smalley, Anthony J.

2006-01-03

A method of balancing combustion among cylinders of an internal combustion engine. For each cylinder, a normalized peak firing pressure is calculated as the ratio of its peak firing pressure to its combustion pressure. Each cylinder's normalized peak firing pressure is compared to a target value for normalized peak firing pressure. The fuel flow is adjusted to any cylinder whose normalized peak firing pressure is not substantially equal to the target value.

78 FR 6745 - Final Flood Elevation Determinations

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-31

...,250 feet +635 upstream of Spring Mountain Lane. Cranberry Creek at Paradise At the upstream side of +715 Township of Paradise. Browns Hill Road. Approximately 200 feet +1092 upstream of Snowbird Lane..., Schoonover Municipal Building, 25 Municipal Drive, East Stroudsburg, PA 18301. Township of Paradise Maps are...

Fuel Cells Utilizing Oxygen From Air at Low Pressures

NASA Technical Reports Server (NTRS)

Cisar, Alan; Boyer, Chris; Greenwald, Charles

2006-01-01

A fuel cell stack has been developed to supply power for a high-altitude aircraft with a minimum of air handling. The fuel cell is capable of utilizing oxygen from ambient air at low pressure with no need for compression. For such an application, it is advantageous to take oxygen from the air (in contradistinction to carrying a supply of oxygen onboard), but it is a challenging problem to design a fuel-cell stack of reasonable weight that can generate sufficient power while operating at reduced pressures. The present fuel-cell design is a response to this challenge. The design features a novel bipolar plate structure in combination with a gas-diffusion structure based on a conductive metal core and a carbon gas-diffusion matrix. This combination makes it possible for the flow fields in the stack to have a large open fraction (ratio between open volume and total volume) to permit large volumes of air to flow through with exceptionally low backpressure. Operations at reduced pressure require a corresponding increase in the volume of air that must be handled to deliver the same number of moles of oxygen to the anodes. Moreover, the increase in the open fraction, relative to that of a comparable prior fuel-cell design, reduces the mass of the stack. The fuel cell has been demonstrated to operate at a power density as high as 105 W/cm2 at an air pressure as low as 2 psia (absolute pressure 14 kPa), which is the atmospheric pressure at an altitude of about 50,000 ft ( 15.2 km). The improvements in the design of this fuel cell could be incorporated into designs of other fuel cells to make them lighter in weight and effective at altitudes higher than those of prior designs. Potential commercial applications for these improvements include most applications now under consideration for fuel cells.

Lateral distortions of electromagnetic cascades in emulsion chambers

NASA Technical Reports Server (NTRS)

Porter, L. G.; Levit, L. B.; Jones, W. V.; Huggett, R. W.; Barrowes, S. C.

1975-01-01

Electromagnetic cascades in a lead-emulsion chamber have been studied to determine the effect of air gaps on the upstream sides of the emulsions. Such air gaps cause a change in the form of the radial distribution of electron tracks, making cascades appear older and giving incorrect energy estimates. The number of tracks remaining within a radius r was found to vary as exp(-g/G), where g is the gap thickness. The characteristic gap thickness in mm is G = 3.04 + 1.30 ln (Err per GeV per sq mm) where E is the energy of the initiating gamma ray. Use of this relation provides a significant correction to cascade-energy estimates and allows one to calculate the effect of different gap thicknesses on the energy threshold for visual detection of cascades.

Apparatus for controlling air/fuel ratio for internal combustion engine

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kato, K.; Mizuno, T.

1986-07-08

This patent describes an apparatus for controlling air-fuel ratio of an air-fuel mixture to be supplied to an internal combustion engine having an intake passage, an exhaust passage, an an exhaust gas recirculation passage for recirculating exhaust gases in the exhaust passage to the intake passage therethrough. The apparatus consists of: (a) means for sensing rotational speed of the engine; (b) means for sensing intake pressure in the intake passage; (c) means for sensing atmospheric pressure; (d) means for enabling and disabling exhaust gas recirculation through the exhaust gas recirculation passage in accordance with operating condition of the engine; (e)more » means for determining required amount of fuel in accordance with the sensed rotational speed and the sensed intake pressure; (f) means for determining, when the exhaust gas recirculation is enabled, a first correction value in accordance with the sensed rotational speed, the sensed intake pressure and the sensed atmospheric pressure, the first correction factor being used for correcting fuel amount so as to compensate for the decrease of fuel due to the performance of exhaust gas recirculation and also to compensate for the change in atmospheric pressure; (g) means for determining, when the exhaust gas recirculation is disabled, a second correction value in accordance with the atmospheric pressure, the second correction factor being used so as to compensate for the change in atmospheric pressure; (h) means for correcting the required amount of fuel by the first correction value and the second correction value when the exhaust gas recirculation is enabled and disabled respectively; and (i) means for supplying the engine with the corrected amount of fuel.« less

Sector Tests of a Low-NO(sub x), Lean, Direct- Injection, Multipoint Integrated Module Combustor Concept Conducted

NASA Technical Reports Server (NTRS)

Tacina, Robert R.; Wey, Chang-Lie; Laing, Peter; Mansour, Adel

2002-01-01

The low-emissions combustor development described is directed toward advanced high pressure aircraft gas-turbine applications. The emphasis of this research is to reduce nitrogen oxides (NOx) at high-power conditions and to maintain carbon monoxide and unburned hydrocarbons at their current low levels at low power conditions. Low-NOx combustors can be classified into rich-burn and lean-burn concepts. Lean-burn combustors can be further classified into lean-premixed-prevaporized (LPP) and lean direct injection (LDI) concepts. In both concepts, all the combustor air, except for liner cooling flow, enters through the combustor dome so that the combustion occurs at the lowest possible flame temperature. The LPP concept has been shown to have the lowest NOx emissions, but for advanced high-pressure-ratio engines, the possibility of autoignition or flashback precludes its use. LDI differs from LPP in that the fuel is injected directly into the flame zone, and thus, it does not have the potential for autoignition or flashback and should have greater stability. However, since it is not premixed and prevaporized, good atomization is necessary and the fuel must be mixed quickly and uniformly so that flame temperatures are low and NOx formation levels are comparable to those of LPP. The LDI concept described is a multipoint fuel injection/multiburning zone concept. Each of the multiple fuel injectors has an air swirler associated with it to provide quick mixing and a small recirculation zone for burning. The multipoint fuel injection provides quick, uniform mixing and the small multiburning zones provide for reduced burning residence time, resulting in low NOx formation. An integrated-module approach was used for the construction where chemically etched laminates, diffusion bonded together, combine the fuel injectors, air swirlers, and fuel manifold into a single element. The multipoint concept combustor was demonstrated in a 15 sector test. The configuration tested had 36 fuel injectors and fuel-air mixers that replaced two fuel injectors in a conventional dual-annular combustor. During tests, inlet temperatures were up to 870 K and inlet pressures were up to 5400 kPa. A correlation was developed that related the NOx emissions with the inlet temperature, inlet pressure, fuel-air ratio, and pressure drop. At low-power conditions, fuel staging was used so that high combustion efficiency was obtained with only one-fourth of the fuel injectors flowing. The test facility had optical access, and visual images showed the flame to be very short, approximately 25 mm long.

98. VIEW OF NORTH SIDE OF LANDLINE INSTRUMENTATION ROOM (106), ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

98. VIEW OF NORTH SIDE OF LANDLINE INSTRUMENTATION ROOM (106), LSB (BLDG. 770). POWER DISTRIBUTION UNITS AND CABLE DISTRIBUTION UNITS IN EAST ROW OF CABINETS; LOGIC CONTROL AND MONITOR UNITS FOR BOOSTER AND FUEL SYSTEMS, AND SIGNAL CONDITIONERS IN WEST ROW OF CABINETS. CABLE TRAY TUNNEL ENTRANCE TO LSB (BLDG. 770) AT THE SOUTH END OF LANDLINE INSTRUMENTATION ROOM (106). - Vandenberg Air Force Base, Space Launch Complex 3, Launch Pad 3 West, Napa & Alden Roads, Lompoc, Santa Barbara County, CA

The NACA Apparatus for Studying the Formation and Combustion of Fuel Sprays and the Results from Preliminary Tests

NASA Technical Reports Server (NTRS)

Rothrock, A M

1933-01-01

This report describes the apparatus as designed and constructed at the Langley Memorial Aeronautical Laboratory, for studying the formation and combustion of fuel sprays under conditions closely simulating those occurring in a high-speed compression-ignition engine. The apparatus consists of a single-cylinder modified test engine, a fuel-injection system so designed that a single charge of fuel can be injected into the combustion chamber of the engine, an electric driving motor, and a high-speed photographic apparatus. The cylinder head of the engine has a vertical-disk form of combustion chamber whose sides are glass windows. When the fuel is injected into the combustion chamber, motion pictures at the rate of 2,000 per second are taken of the spray formation by means of spark discharges. When combustion takes place the light of the combustion is recorded on the same photographic film as the spray photographs. The report includes the results of some tests to determine the effect of air temperature, air flow, and nozzle design on the spray formation.

Dairy Biomass-Wyoming Coal Blends Fixed Gasification Using Air-Steam for Partial Oxidation

DOE Office of Scientific and Technical Information (OSTI.GOV)

Gordillo, Gerardo; Annamalai, Kalyan

2012-01-01

Concenmore » trated animal feeding operations such as dairies produce a large amount of manure, termed as dairy biomass (DB), which could serve as renewable feedstock for thermal gasification. DB is a low-quality fuel compared to fossil fuels, and hence the product gases have lower heat content; however, the quality of gases can be improved by blending with coals. This paper deals with air-steam fixed-bed counterflow gasification of dairy biomass-Wyoming coal blend (DBWC). The effects of equivalence ratio ( 1.6 < Φ < 6.4 ) and steam-to-fuel ratio ( 0.4 < S : F < 0.8 ) on peak temperatures, gas composition, gross heating value of the products, and energy recovery are presented. According to experimental results, increasing Φ and ( S : F ) ratios decreases the peak temperature and increases the H 2 and CO 2 production, while CO production decreases. On the other hand, the concentrations of CH 4 and C 2 H 6 were lower compared to those of other gases and almost not affected by Φ.« less

Performance Charts for a Turbojet System

NASA Technical Reports Server (NTRS)

Karp, Irving M.

1947-01-01

Convenient charts are presented for computing the thrust, fuel consumption, and other performance values of a turbojet system. These charts take into account the effects of ram pressure, compressor pressure ratio, ratio of combustion-chamber-outlet temperature to atmospheric temperature, compressor efficiency, turbine efficiency, combustion efficiency, discharge-nozzle coefficient, losses in total pressure in the inlet to the jet-propulsion unit and in the combustion chamber, and variation in specific heats with temperature. The principal performance charts show clearly the effects of the primary variables and correction charts provide the effects of the secondary variables. The performance of illustrative cases of turbojet systems is given. It is shown that maximum thrust per unit mass rate of air flow occurs at a lower compressor pressure ratio than minimum specific fuel consumption. The thrust per unit mass rate of air flow increases as the combustion-chamber discharge temperature increases. For minimum specific fuel consumption, however, an optimum combustion-chamber discharge temperature exists, which in some cases may be less than the limiting temperature imposed by the strength temperature characteristics of present materials.

Unsteady pressure loads in a generic high speed engine model

NASA Technical Reports Server (NTRS)

Parrott, Tony L.; Jones, Michael G.; Thurlow, Ernie M.

1992-01-01

Unsteady pressure loads were measured along the top interior wall of a generic high-speed engine (GHSE) model undergoing performance tests in the combustion-Heated Scramjet Test Facility at the Langley Research Center. Flow to the model inlet was simulated at 72000 ft and a flight Mach number of 4. The inlet Mach number was 3.5 with a total temperature and pressure of 1640 R and 92 psia. The unsteady pressure loads were measured with 5 piezoresistive gages, recessed into the wall 4 to 12 gage diameters to reduce incident heat flux to the diaphragms, and distributed from the inlet to the combustor. Contributors to the unsteady pressure loads included boundary layer turbulence, combustion noise, and transients generated by unstart loads. Typical turbulent boundary layer rms pressures in the inlet ranged from 133 dB in the inlet to 181 dB in the combustor over the frequency range from 0 to 5 kHz. Downstream of the inlet exist, combustion noise was shown to dominate boundary layer turbulence noise at increased heat release rates. Noise levels in the isolator section increased by 15 dB when the fuel-air ratio was increased from 0.37 to 0.57 of the stoichiometric ratio. Transient pressure disturbances associated with engine unstarts were measured in the inlet and have an upstream propagation speed of about 7 ft/sec and pressure jumps of at least 3 psia.

Streamlined Livestock Trailer

NASA Technical Reports Server (NTRS)

1980-01-01

Bull Nose livestock trailer, manufactured by American Trailer, Inc. is one of a line of highway transport vehicles manufactured by American Trailers, Inc. The slant side front end is a streamlining feature based on a NASA Research Program which investigated the aerodynamic characteristics of trailer/tractor combinations and suggested ways of reducing air resistance. Application of NASA's aerodynamic research technology to the bull nose design resulted in a 10 percent reduction in air drag, which translates into annual fuel savings of several hundred dollars.

Simulations of the impacts of building height layout on air quality in natural-ventilated rooms around street canyons.

PubMed

Yang, Fang; Zhong, Ke; Chen, Yonghang; Kang, Yanming

2017-10-01

Numerical simulations were conducted to investigate the effects of building height ratio (i.e., HR, the height ratio of the upstream building to the downstream building) on the air quality in buildings beside street canyons, and both regular and staggered canyons were considered for the simulations. The results show that the building height ratio affects not only the ventilation fluxes of the rooms in the downstream building but also the pollutant concentrations around the building. The parameter, outdoor effective source intensity of a room, is then proposed to calculate the amount of vehicular pollutants that enters into building rooms. Smaller value of this parameter indicates less pollutant enters the room. The numerical results reveal that HRs from 2/7 to 7/2 are the favorable height ratios for the regular canyons, as they obtain smaller values than the other cases. While HR values of 5/7, 7/7, and 7/5 are appropriate for staggered canyons. In addition, in terms of improving indoor air quality by natural ventilation, the staggered canyons with favorable HR are better than those of the regular canyons.

Research on shock wave characteristics in the isolator of central strut rocket-based combined cycle engine under Ma5.5

NASA Astrophysics Data System (ADS)

Wei, Xianggeng; Xue, Rui; Qin, Fei; Hu, Chunbo; He, Guoqiang

2017-11-01

A numerical calculation of shock wave characteristics in the isolator of central strut rocket-based combined cycle (RBCC) engine fueled by kerosene was carried out in this paper. A 3D numerical model was established by the DES method. The kerosene chemical kinetic model used the 9-component and 12-step simplified mechanism model. Effects of fuel equivalence ratio, inflow total temperature and central strut rocket on-off on shock wave characteristics were studied under Ma5.5. Results demonstrated that with the increase of equivalence ratio, the leading shock wave moves toward upstream, accompanied with higher possibility of the inlet unstart. However, the leading shock wave moves toward downstream as the inflow total temperature rises. After the central strut rocket is closed, the leading shock wave moves toward downstream, which can reduce risks of the inlet unstart. State of the shear layer formed by the strut rocket jet flow and inflow can influence the shock train structure significantly.

Influence of several factors on ignition lag in a compression-ignition engine

NASA Technical Reports Server (NTRS)

Gerrish, Harold C; Voss, Fred

1932-01-01

This investigation was made to determine the influence of fuel quality, injection advance angle, injection valve-opening pressure, inlet-air pressure, compression ratio, and engine speed on the time lag of auto-ignition of a Diesel fuel oil in a single-cylinder compression-ignition engine as obtained from an analysis of indicator diagrams. Three cam-operated fuel-injection pumps, two pumps cams, and an automatic injection valve with two different nozzles were used. Ignition lag was considered to be the interval between the start of injection of the fuel as determined with a Stroborama and the start of effective combustion as determined from the indicator diagram, the latter being the point where 4.0 x 10(exp-6) pound of fuel had been effectively burned. For this particular engine and fuel it was found that: (1) for a constant start and the same rate of fuel injection up the point of cut-off, a variation in fuel quantity from 1.2 x 10(exp-4) to 4.1 x 10(exp-4) pound per cycle has no appreciable effect on the ignition lag; (2) injection advance angle increases or decreases the lag according to whether density, temperature, or turbulence has the controlling influence; (3) increase in valve-opening pressure slightly increases the lag; and (4) increase of inlet-air pressure, compression ratio, and engine speed reduces the lag.

Determining the maximal capacity of a combined-cycle plant operating with afterburning of fuel in the gas conduit upstream of the heat-recovery boiler

NASA Astrophysics Data System (ADS)

Borovkov, V. M.; Osmanova, N. M.

2011-01-01

The effect gained from afterburning of fuel in the gas conduit upstream of the heat-recovery boiler used as part of a PGU-450T combined-cycle plant is considered. The results obtained from calculations of the electric and thermal power outputs produced by the combined-cycle plant equipped with an afterburning chamber are presented.

Heterogeneous electrolyte (YSZ-Al 2O 3) based direct oxidation solid oxide fuel cell

NASA Astrophysics Data System (ADS)

Thokchom, J. S.; Xiao, H.; Rottmayer, M.; Reitz, T. L.; Kumar, B.

Bilayers comprised of dense and porous YSZ-Al 2O 3 (20 wt%) composite were tape cast, processed, and then fabricated into working solid oxide fuel cells (SOFCs). The porous part of the bilayer was converted into anode for direct oxidation of fuels by infiltrating CeO 2 and Cu. The cathode side of the bilayer was coated with an interlayer [YSZ-Al 2O 3 (20 wt%)]: LSM (1:1) and LSM as cathode. Several button cells were evaluated under hydrogen/air and propane/air atmospheres in intermediate temperature range and their performance data were analyzed. For the first time the feasibility of using YSZ-Al 2O 3 material for fabricating working SOFCs with high open circuit voltage (OCV) and power density is demonstrated. AC impedance spectroscopy and scanning electron microscopy (SEM) techniques were used to characterize the membrane and cell.

Fuel-Air Mixing and Combustion in Scramjets. Chapter 6

NASA Technical Reports Server (NTRS)

Drummond, J. Philip; Diskin, Glenn S.; Cutler, Andrew D.

2006-01-01

At flight speeds, the residence time for atmospheric air ingested into a scramjet inlet and exiting from the engine nozzle is on the order of a millisecond. Therefore, fuel injected into the air must efficiently mix within tens of microseconds and react to release its energy in the combustor. The overall combustion process should be mixing controlled to provide a stable operating environment; in reality, however, combustion in the upstream portion of the combustor, particularly at higher Mach numbers, is kinetically controlled where ignition delay times are on the same order as the fluid scale. Both mixing and combustion time scales must be considered in a detailed study of mixing and reaction in a scramjet to understand the flow processes and to ultimately achieve a successful design. Although the geometric configuration of a scramjet is relatively simple compared to a turbomachinery design, the flow physics associated with the simultaneous injection of fuel from multiple injector configurations, and the mixing and combustion of that fuel downstream of the injectors is still quite complex. For this reason, many researchers have considered the more tractable problem of a spatially developing, primarily supersonic, chemically reacting mixing layer or jet that relaxes only the complexities introduced by engine geometry. All of the difficulties introduced by the fluid mechanics, combustion chemistry, and interactions between these phenomena can be retained in the reacting mixing layer, making it an ideal problem for the detailed study of supersonic reacting flow in a scramjet. With a good understanding of the physics of the scramjet internal flowfield, the designer can then return to the actual scramjet geometry with this knowledge and apply engineering design tools that more properly account for the complex physics. This approach will guide the discussion in the remainder of this section.

Computations of steady-state and transient premixed turbulent flames using pdf methods

DOE Office of Scientific and Technical Information (OSTI.GOV)

Hulek, T.; Lindstedt, R.P.

1996-03-01

Premixed propagating turbulent flames are modeled using a one-point, single time, joint velocity-composition probability density function (pdf) closure. The pdf evolution equation is solved using a Monte Carlo method. The unclosed terms in the pdf equation are modeled using a modified version of the binomial Langevin model for scalar mixing of Valino and Dopazo, and the Haworth and Pope (HP) and Lagrangian Speziale-Sarkar-Gatski (LSSG) models for the viscous dissipation of velocity and the fluctuating pressure gradient. The source terms for the presumed one-step chemical reaction are extracted from the rate of fuel consumption in laminar premixed hydrocarbon flames, computed usingmore » a detailed chemical kinetic mechanism. Steady-state and transient solutions are obtained for planar turbulent methane-air and propane-air flames. The transient solution method features a coupling with a Finite Volume (FV) code to obtain the mean pressure field. The results are compared with the burning velocity measurements of Abdel-Gayed et al. and with velocity measurements obtained in freely propagating propane-air flames by Videto and Santavicca. The effects of different upstream turbulence fields, chemical source terms (different fuels and strained/unstrained laminar flames) and the influence of the velocity statistics models (HP and LSSG) are assessed.« less

Effect of Fuel-Air Ratio, Inlet Temperature, and Exhaust Pressure on Detonation

NASA Technical Reports Server (NTRS)

Taylor, E S; Leary, W A; Diver, J R

1940-01-01

An accurate determination of the end-gas condition was attempted by applying a refined method of analysis to experimental results. The results are compared with those obtained in Technical Report no. 655. The experimental technique employed afforded excellent control over the engine variables and unusual cyclic reproducibility. This, in conjunction with the new analysis, made possible the determination of the state of the end-gas at any instant to a fair degree of precision. Results showed that for any given maximum pressure the maximum permissible end-gas temperature increased as the fuel-air ratio was increased. The tendency to detonate was slightly reduced by an increase in residual gas content resulting from an increase in exhaust backpressure with inlet pressure constant.

Intelligent Engine Systems: Alternate Fuels Evaluation

NASA Technical Reports Server (NTRS)

Ballal, Dilip

2008-01-01

The performance and gaseous emissions were measured for a well-stirred reactor operating under lean conditions for two fuels: JP8 and a synthetic Fisher-Tropsch fuel over a range of equivalence ratios from 0.6 down to the lean blowout. The lean blowout characteristics were determined in LBO experiments at loading parameter values from 0.7 to 1.4. The lean blowout characteristics were then explored under higher loading conditions by simulating higher altitude operation with the use of nitrogen as a dilution gas for the air stream. The experiments showed that: (1) The lean blowout characteristics for the two fuels were close under both low loading and high loading conditions. (2) The combustion temperatures and observed combustion efficiencies were similar for the two fuels. (3) The gaseous emissions were similar for the two fuels and the differences in the H2O and CO2 emissions appear to be directly relatable to the C/H ratio for the fuels.

Mixing augmentation of transverse hydrogen jet by injection of micro air jets in supersonic crossflow

NASA Astrophysics Data System (ADS)

Anazadehsayed, A.; Barzegar Gerdroodbary, M.; Amini, Y.; Moradi, R.

2017-08-01

In this study, the influences of the micro air jet on the mixing of the sonic transverse hydrogen through micro-jets subjected to a supersonic crossflow are investigated. A three-dimensional numerical study has been performed to reveal the affects of micro air jet on mixing of the hydrogen jet in a Mach 4.0 crossflow with a global equivalence ratio of 0.5. Parametric studies were conducted on the various air jet conditions by using the Reynolds-averaged Navier-Stokes equations with Menter's Shear Stress Transport (SST) turbulence model. Complex jet interactions were found in the downstream region with a variety of flow features depending upon the angle of micro air jet. These flow features were found to have subtle effects on the mixing of hydrogen jets. Results indicate a different flow structure as air jet is presented in the downstream of the fuel jet. According to the results, without air, mixing occurs at a low rate. When the air jet is presented in the downstream of fuel jet, significant increase (up to 300%) occurs in the mixing performance of the hydrogen jet at downstream. In multi fuel jets, the mixing performance of the fuel jet is increased more than 200% when the micro air jet is injected. Consequently, an enhanced mixing zone occurs downstream of the injection slots which leads to flame-holding.

Experimental investigation of aerodynamics, combustion, and emissions characteristics within the primary zone of a gas turbine combustor

NASA Astrophysics Data System (ADS)

Elkady, Ahmed M.

2006-04-01

The present work investigates pollutant emissions production, mainly nitric oxides and carbon monoxide, within the primary zone of a highly swirling combustion and methods with which to reduce their formation. A baseline study was executed at different equivalence ratios and different inlet air temperatures. The study was then extended to investigate the effects of utilizing transverse air jets on pollutant emission characteristics at different jet locations, jet mass ratio, and overall equivalence ratio as well as to investigate the jets' overall interactions with the recirculation zone. A Fourier Transform Infrared (FTIR) spectrometer was employed to measure emissions concentrations generated during combustion of Jet-A fuel in a swirl-cup assembly. Laser Doppler Velocimetry (LDV) was employed to investigate the mean flow aerodynamics within the combustor. Particle Image Velocimetry (PIV) was utilized to capture the instantaneous aerodynamic behavior of the non-reacting primary zone. Results illustrate that NOx production is a function of both the recirculation zone and the flame length. At low overall equivalence ratios, the recirculation zone is found to be the main producer of NOx. At near stoichiometric conditions, the post recirculation zone appears to be responsible for the majority of NOx produced. Results reveal the possibility of injecting air into the recirculation zone without altering flame stability to improve emission characteristics. Depending on the jet location and strength, nitric oxides as well as carbon monoxide can be reduced simultaneously. Placing the primary air jet just downstream of the fuel rich recirculation zone can lead to a significant reduction in both nitric oxides and carbon monoxide. In the case of fuel lean recirculation zone, reduction of nitric oxides can occur by placing the jets below the location of maximum radius of the recirculation zone.

CO-FIRING COAL: FEEDLOT AND LITTER BIOMASS FUELS

DOE Office of Scientific and Technical Information (OSTI.GOV)

Unknown

2002-07-01

Proposed activities for quarter 8 (3/15/2001--6/14/2002), Boiler Burner Simulation and Experiments: (1) Continue the parametric study of cofiring of pulverized coal and LB in the boiler burner, and determining the combustor performance and emissions of NO, CO, CO{sub 2}, PO{sub 2} and P{sub 4}O{sub 10}, etc. The air-fuel ratio, swirl number of the secondary air stream and moisture effects will also be investigated (Task 4). Gasification: (Task 3) (2) Measuring the temperature profile for chicken litter biomass under different operating conditions. (3) Product gas species for different operating conditions for different fuels. (4) Determining the bed ash composition for differentmore » fuels. (5) Determining the gasification efficiency for different operating conditions. Activities Achieved during quarter 8 (3/15/2001--6/14/2002), Boiler Burner Simulation and Experiments: (1) The evaporation and phosphorus combustion models have been incorporated into the PCGC-2 code. Mr. Wei has successfully defended his Ph.D. proposal on Coal: LB modeling studies (Task 4, Appendix C). (2) Reburn experiments with both low and high phosphorus feedlot biomass has been performed (Task 2, Appendix A). (3) Parametric studies on the effect of air-fuel ratio, swirl number of the secondary air stream and moisture effects have been investigated (Task 2, Appendix A). (4) Three abstracts have been submitted to the American Society of Agricultural Engineers Annual International meeting at Chicago in July 2002. Three part paper dealing with fuel properties, cofiring, large scale testing are still under review in the Journal of Fuel. Gasification: (Task 3, Appendix B) (5) Items No. 2, and 3 are 95% complete, with four more experiments yet to be performed with coal and chicken litter biomass blends. (6) Item No. 4, and 5 shall be performed after completion of all the experiments.« less

40 CFR 1065.546 - Validation of minimum dilution ratio for PM batch sampling.

Code of Federal Regulations, 2011 CFR

2011-07-01

... the raw exhaust flow rate based on the measured intake air molar flow rate and the chemical balance..., fuel rate measurements, and fuel properties, consistent with good engineering judgment. (b) Determine...) and dilute exhaust corrected for any removed water. (c) Use good engineering judgment to develop your...

The relative performance obtained with several methods of control of an overcompressed engine using gasoline

NASA Technical Reports Server (NTRS)

Gardiner, Arthur W; Whedon, William E

1928-01-01

This report presents some results obtained during an investigation to determine the relative characteristics for several methods of control of an overcompressed engine using gasoline and operating under sea-level conditions. For this work, a special single cylinder test engine, 5-inch bore by 7-inch stroke, and designed for ready adjustment of compression ratio, valve timing and valve lift while running, was used. This engine has been fully described in NACA-TR-250. Tests were made at an engine speed of 1,400 R. P. M. for compression ratios ranging from 4.0 to 7.6. The air-fuel ratios were on the rich side of the chemically correct mixture and were approximately those giving maximum power. When using plain domestic gasoline, detonation was controlled to a constant, predetermined amount (audible), such as would be permissible for continuous operation, by (a) throttling the carburetor, (b) maintaining full throttle but greatly retarding the ignition, and (c) varying the timing of the inlet valve to reduce the effective compression ratio. From the results of the tests, it may be concluded that method (b) gives the best all-round performance and, being easily employed in service, appears to be the most practicable method for controlling an overcompressed engine using gasoline at low altitudes.

Increasing Operational Stability in Low NOX GT Combustor Using Fuel Rich Concentric Pilot Combustor

NASA Astrophysics Data System (ADS)

Levy, Yeshayahou; Erenburg, Vladimir; Sherbaum, Valery; Ovcharenko, Vitali; Rosentsvit, Leonid; Chudnovsky, Boris; Herszage, Amiel; Talanker, Alexander

2012-03-01

Lean combustion is a method in which combustion takes place under low equivalence ratio and relatively low combustion temperatures. As such, it has the potential to lower the effect of the relatively high activation energy nitrogen-oxygen reactions which are responsible for substantial NOX formation during combustion processes. However, lowering temperature reduces the reaction rate and deteriorates combustion stability. The objective of the present study is to reduce the lower equivalence ratio limit of the stable combustion operational boundary in lean Gas Turbine (GT) combustors while still maintaining combustion stability. A lean premixed gaseous combustor was equipped with a surrounding concentric pilot flame operating under rich conditions, thus generating a hot stream of combustion products with significant amount of reactive radicals. The main combustor's fuel-air composition was varied from stoichiometric to lean mixtures. The pilot's mixture composition was also varied by changing the air flow rate, within a limited rich mixtures range. The pilot fuel flow rate was always lower than five percent of the total fuel supply at the specific stage of the experiments.

Feasibility of Renewable Energy Technology at the Afghanistan National Security University: A Site-Specific Study Focused on Potential Renewable Energy Technologies in Northwest Kabul, Afghanistan

DTIC Science & Technology

2011-04-26

70% H2, O2 Proton exchange membrane fuel cell ( PEMFC ) Proton exchange membrane Rm temp to 80 °C 40–60% H2, O2, Air Direct methanol fuel cell...Cell PEMFC Proton Exchange Membrane Fuel Cell PV Photovoltaic SHGC Solar Heat Gain Coefficient SIR savings to investment ratio SOFC Solid Oxide

Forced and natural convection in laminar-jet diffusion flames. [normal-gravity, inverted-gravity and zero-gravity flames

NASA Technical Reports Server (NTRS)

Haggard, J. B., Jr.

1981-01-01

An experimental investigation was conducted on methane, laminar-jet, diffusion flames with coaxial, forced-air flow to examine flame shapes in zero-gravity and in situations where buoyancy aids (normal-gravity flames) or hinders (inverted-gravity flames) the flow velocities. Fuel nozzles ranged in size from 0.051 to 0.305 cm inside radius, while the coaxial, convergent, air nozzle had a 1.4 cm inside radius at the fuel exit plane. Fuel flows ranged from 1.55 to 10.3 cu cm/sec and air flows from 0 to 597 cu cm/sec. A computer program developed under a previous government contract was used to calculate the characteristic dimensions of normal and zero-gravity flames only. The results include a comparison between the experimental data and the computed axial flame lengths for normal gravity and zero gravity which showed good agreement. Inverted-gravity flame width was correlated with the ratio of fuel nozzle radius to average fuel velocity. Flame extinguishment upon entry into weightlessness was studied, and it was found that relatively low forced-air velocities (approximately 10 cm/sec) are sufficient to sustain methane flame combustion in zero gravity. Flame color is also discussed.

40 CFR 1054.650 - What special provisions apply for adding or changing governors?

Code of Federal Regulations, 2010 CFR

2010-07-01

.... Alternatively, if your emission controls depend on maintaining a consistent air-fuel ratio, you may demonstrate... PROTECTION AGENCY (CONTINUED) AIR POLLUTION CONTROLS CONTROL OF EMISSIONS FROM NEW, SMALL NONROAD SPARK... governed to control engine speeds consistent with the constant-speed operation reflected by the duty cycles...

40 CFR Appendix I to Part 94 - Emission-Related Engine Parameters and Specifications

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM MARINE COMPRESSION-IGNITION ENGINES Pt. 94, App. I Appendix...—Reciprocating Engines. 1. Compression ratio. 2. Type of air aspiration (natural, Roots blown, supercharged.... Temperature control system calibration. 4. Maximum allowable inlet air restriction. III. Fuel System. 1...

Fuel injection assembly for use in turbine engines and method of assembling same

DOEpatents

Uhm, Jong Ho; Johnson, Thomas Edward

2015-03-24

A fuel injection assembly for use in a turbine engine is provided. The fuel injection assembly includes a plurality of tube assemblies, wherein each of the tube assemblies includes an upstream portion and a downstream portion. Each tube assembly includes a plurality of tubes that extend from the upstream portion to the downstream portion or from the upstream portion through the downstream portion. At least one injection system is coupled to at least one tube assembly of the plurality of tube assemblies. The injection system includes a fluid supply member that extends from a fluid source to the downstream portion of the tube assembly. The fluid supply member includes a first end portion located in the downstream portion of the tube assembly, wherein the first end portion has at least one first opening for channeling fluid through the tube assembly to facilitate reducing a temperature therein.

Annular feed air breathing fuel cell stack

DOEpatents

Wilson, Mahlon S.; Neutzler, Jay K.

1997-01-01

A stack of polymer electrolyte fuel cells is formed from a plurality of unit cells where each unit cell includes fuel cell components defining a periphery and distributed along a common axis, where the fuel cell components include a polymer electrolyte membrane, an anode and a cathode contacting opposite sides of the membrane, and fuel and oxygen flow fields contacting the anode and the cathode, respectively, wherein the components define an annular region therethrough along the axis. A fuel distribution manifold within the annular region is connected to deliver fuel to the fuel flow field in each of the unit cells. The fuel distribution manifold is formed from a hydrophilic-like material to redistribute water produced by fuel and oxygen reacting at the cathode. In a particular embodiment, a single bolt through the annular region clamps the unit cells together. In another embodiment, separator plates between individual unit cells have an extended radial dimension to function as cooling fins for maintaining the operating temperature of the fuel cell stack.

Flame tube parametric studies for control of fuel bound nitrogen using rich-lean two-stage combustion

NASA Technical Reports Server (NTRS)

Schultz, D. F.; Wolfbrandt, G.

1980-01-01

An experimental parametric study of rich-lean two-stage combustion in a flame tube is described and approaches for minimizing the conversion of fuel-bound nitrogen to nitrogen oxides in a premixed, homogeneous combustion system are evaluated. Air at 672 K and 0.48 MPa was premixed with fuel blends of propane, toluene, and pyridine at primary equivalence ratios ranging from 0.5 to 2.0 and secondary equivalence ratios of 0.5 to 0.7. Distillates of SRC-II, a coal syncrude, were also tested. The blended fuels were proportioned to vary fuel hydrogen composition from 9.0 to 18.3 weight percent and fuel nitrogen composition from zero to 1.5 weight percent. Rich-lean combustion proved effective in reducing fuel nitrogen to NO sub x conversion; conversion rates up to 10 times lower than those normally produced by single-stage combustion were achieved. The optimum primary equivalence ratio, where the least NO sub x was produced and combustion efficiency was acceptable, shifted between 1.4 and 1.7 with changes in fuel nitrogen content and fuel hydrogen content. Increasing levels of fuel nitrogen content lowered the conversion rate, but not enough to avoid higher NO sub x emissions as fuel nitrogen increased.

Relationship between daily exposure to biomass fuel smoke and blood pressure in high-altitude Peru

PubMed Central

Peña, Melissa Burroughs; Romero, Karina M.; Velazquez, Eric J.; Davila-Roman, Victor G.; Gilman, Robert H.; Wise, Robert A; Miranda, J. Jaime; Checkley, William

2015-01-01

Household air pollution from biomass fuel use affects three billion people worldwide; however, few studies have examined the relationship between biomass fuel use and blood pressure. We sought to determine if daily biomass fuel use was associated with elevated blood pressure in high altitude Peru and if this relationship was affected by lung function. We analyzed baseline information from a population-based cohort study of adults aged ≥35 years in Puno, Peru. Daily biomass fuel use was self-reported. We used multivariable regression models to examine the relationship between daily exposure to biomass fuel smoke and blood pressure outcomes. Interactions with sex and quartiles of forced vital capacity (FVC) were conducted to evaluate for effect modification. Data from 1004 individuals (mean age 55.3 years, 51.7% female) were included. We found an association between biomass fuel use with both prehypertension (adjusted relative risk ratio 5.0, 95% CI 2.6 to 9.9) and hypertension (adjusted relative risk ratio 3.5, 95% CI 1.7 to 7.0). Biomass fuel users had a higher SBP (7.01 mmHg, 95% CI 4.4 to 9.6) and a higher DBP (5.9 mmHg, 95% CI 4.2 to 7.6) when compared to nonusers. We did not find interaction effects between daily biomass fuel use and sex or percent predicted FVC for either SBP or DBP. Biomass fuel use was associated with an increased risk of hypertension and higher blood pressure in Peru. Reducing exposure to household air pollution from biomass fuel use represents an opportunity for cardiovascular prevention. PMID:25753976

Subchronic JP-8 Jet Fuel Exposure Enhances Vulnerability to Noise-Induced Hearing Loss in Rats

DTIC Science & Technology

2012-01-01

square inch (psi) pressure was attached to the side arm of the Sonomist. At this pressure the spray nozzle developed an air flow of approximately 20...L/min (lpm) through the nebulizer. This air flow coupled with the nebulizer nozzle design created an ultrasonic whistle that aerosolized the droplets...pipe contained the spray pattern. The pipe was reduced in size to accept an orifice plate, which was used to measure flow rate by the pressure drop

Feasibility of CO/sub 2/ monitoring to assess air quality in mines using diesel equipment

DOE Office of Scientific and Technical Information (OSTI.GOV)

Daniel, J.H. Jr.

1987-01-01

The methodology includes: (1) establishing pollutant to CO/sub 2/ ratios for in-service equipment, (2) estimating pollutant concentrations from the ratios and in-mine CO/sub 2/ measurements, and (3) using an air quality index to combine the pollutants into a single number, which indicates the health hazard associated with the pollutants. For the methodology to be valid, the pollutant to CO/sub 2/ ratios must remain constant if engine operating conditions do not significantly change. However, due to the complex dynamics of the fuel injection system, the fuel-air combustion process, and the engine speed-load governing system, the pollutant to CO/sub 2/ ratios maymore » vary during repetitive, but transient engine speed-and-load operation. These transient effects were investigated. In addition, the influence of changing engine conditions due to engine maladjustment, and a practical means to evaluate engine condition were investigated to advance the methodology. The laboratory investigation determined that CO/sub 2/ is an effective indicator of engine exhaust pollutants. It was shown that the exhaust concentrations of carbon monoxide, carbon dioxide, oxides of nitrogen, hydrocarbons, and particulate matter do not significantly vary among repetitive, but transient engine speed-and-load duty cycles typical of in-service equipment. Based on an air quality index and threshold limit values, particulate matter exhibited the greatest adverse effect on air quality. Particulate mass was separated into volatile (organic soluble fraction) and nonvolatile (insoluble carbon fraction) components. Due to particulate concentrations, the engine operating conditions of overfueling and advanced injector timing had greater adverse effects on air quality than the conditions of retarded injector timing, intake air restriction, and Federal certification specifications.« less

Radiocarbon-depleted CO2 evidence for fuel biodegradation at the Naval Air Station North Island (USA) fuel farm site.

PubMed

Boyd, Thomas J; Pound, Michael J; Lohr, Daniel; Coffin, Richard B

2013-05-01

Dissolved CO(2) radiocarbon and stable carbon isotope ratios were measured in groundwater from a fuel contaminated site at the North Island Naval Air Station in San Diego, CA (USA). A background groundwater sampling well and 16 wells in the underground fuel contamination zone were evaluated. For each sample, a two end-member isotopic mixing model was used to determine the fraction of CO(2) derived from fossil fuel. The CO(2) fraction from fossil sources ranged from 8 to 93% at the fuel contaminated site, while stable carbon isotope values ranged from -14 to +5‰VPDB. Wells associated with highest historical and contemporary fuel contamination showed the highest fraction of CO(2) derived from petroleum (fossil) sources. Stable carbon isotope ratios indicated sub-regions on-site with recycled CO(2) (δ(13)CO(2) as high as +5‰VPDB) - most likely resulting from methanogenesis. Ancillary measurements (pH and cations) were used to determine that no fossil CaCO(3), for instance limestone, biased the analytical conclusions. Radiocarbon analysis is verified as a viable and definitive technique for confirming fossil hydrocarbon conversion to CO(2) (complete oxidation) at hydrocarbon-contaminated groundwater sites. The technique should also be very useful for assessing the efficacy of engineered remediation efforts and by using CO(2) production rates, contaminant mass conversion over time and per unit volume.

Testing of Flame Screens and Flame Arresters as Devices Designed to Prevent the Passage of Flame (DPPF) into Tanks Containing Flammable Atmospheres According to an IMO Standard

DTIC Science & Technology

1989-10-01

flashback tests FM does not speci- fy the type of enclosure to contain the explosive fuel/air mix -ture. 3.4 INTERNATIONAL CONVENTION FOR THE SAFETY OF...2) Continuous burn tests: ... "Same mix - ture and concentration as for explosion tests; flow rate of the gasoline vapor-air mixture is specified as a...gas temperature of the flammable hexane/air mix - ture on the tank side was used as the representative endu ance burn test temperature for the following

Mapping Global Flows of Chemicals: From Fossil Fuel Feedstocks to Chemical Products.

PubMed

Levi, Peter G; Cullen, Jonathan M

2018-02-20

Chemical products are ubiquitous in modern society. The chemical sector is the largest industrial energy consumer and the third largest industrial emitter of carbon dioxide. The current portfolio of mitigation options for the chemical sector emphasizes upstream "supply side" solutions, whereas downstream mitigation options, such as material efficiency, are given comparatively short shrift. Key reasons for this are the scarcity of data on the sector's material flows, and the highly intertwined nature of its complex supply chains. We provide the most up to date, comprehensive and transparent data set available publicly, on virgin production routes in the chemical sector: from fossil fuel feedstocks to chemical products. We map global mass flows for the year 2013 through a complex network of transformation processes, and by taking account of secondary reactants and by-products, we maintain a full mass balance throughout. The resulting data set partially addresses the dearth of publicly available information on the chemical sector's supply chain, and can be used to prioritise downstream mitigation options.

Shock-initiated Combustion of a Spherical Density Inhomogeneity

NASA Astrophysics Data System (ADS)

Haehn, Nicholas; Oakley, Jason; Rothamer, David; Anderson, Mark; Ranjan, Devesh; Bonazza, Riccardo

2010-11-01

A spherical density inhomogeneity is prepared using fuel and oxidizer at a stoichiometric ratio and Xe as a diluent that increases the overall density of the bubble mixture (55% Xe, 30% H2, 15% O2). The experiments are performed in the Wisconsin Shock Tube Laboratory in a 9.2 m vertical shock tube with a 25.4 cm x 25.4 cm square cross-section. An injector is used to generate a 5 cm diameter soap film bubble filled with the combustible mixture. The injector retracts flush into the side of the tube releasing the bubble into a state of free fall. The combustible bubble is accelerated by a planar shock wave in N2 (2.0 < M < 2.8). The mismatch of acoustic impedances results in shock-focusing at the downstream pole of the bubble. The shock focusing results in localized temperatures and pressures significantly larger than nominal conditions behind a planar shock wave, resulting in auto-ignition at the focus. Planar Mie scattering and chemiluminescence are used simultaneously to visualize the bubble morphology and combustion characteristics. During the combustion phase, both the span-wise and stream-wise lengths of the bubble are seen to increase compared to the non-combustible scenario. Additionally, smaller instabilities are observed on the upstream surface, which are absent in the non-combustible bubbles.

Characterization of kerosene distribution around the ignition cavity in a scramjet combustor

NASA Astrophysics Data System (ADS)

Li, Xipeng; Liu, Weidong; Pan, Yu; Yang, Leichao; An, Bin; Zhu, Jiajian

2017-05-01

Kerosene distribution before its ignition in a scramjet combustor with dual cavity was measured using kerosene-PLIF under transverse injection upstream of the cavity and different injection pressures. The simulated flight condition is Ma 5.5, and the isolator entrance has a Mach number of 2.52, a total pressure of 1.6 MPa and a stagnation temperature of 1486 K. Effects of injection pressure on fuel distribution characteristics were analyzed. The majority of kerosene is present in the cavity shear layer as well as its upper region. Kerosene extends gradually into the cavity, almost, at a constant angle. Large scale structures are evident on the windward side of kerosene. The cavity shear layer plays an important role in determining the kerosene distribution and its entrainment into the cavity. The middle part of cavity is the most suitable location for ignition as a result of a favorable local equivalent ratio. As the injection pressure increases, the penetration height gets higher with the rate of increase getting slower at higher injection pressure. Meanwhile, the portion of kerosene entrained into cavity through shear layer becomes smaller as injection pressure increases. However, the kerosene entrained into cavity still increase due to the increased mass flow rate of kerosene.

The Effect of Compression Ratio on Knock Limits of High-Performance Fuels in a CFR Engine II : Blends of 2,2,3-Trimethylpentane with 28-R

NASA Technical Reports Server (NTRS)

Tower, Leonard K

1945-01-01

The knock-limited performance of blends of 0,50; and 100 percent by volume of 2,2,3-trimethylpentane in 28-R fuel determined with a modified F-4 engine at three sets of conditions varying from severe to mild at each of three compression ratios (6.0, 8.0, and 10.0). A comparison of the knock-limited performance of 2,2,3-trimethylpentane with that of triptane (2,2,3-trimethylbutane) is included. The knock-Limited performance of 2,2,3-trimethylpontane was usually more sensitive to either compression ratio or inlet-air temperature than 28-R fuel, but the ratio of the knock-limited indicated mean effective pressure of a given blend containing 2,2,3-trimethypentane and 28-R to the indicated mean effective pressure of 28-R alone was not greatly affected by compression ratio if the engine operating conditions were mild. Although 2,2,3-trimethylpentane in general had a lower knock-limited performance than triptane, the characteristics of the two fuels were somewhat similar.

Solid oxide fuel cell power plant having a bootstrap start-up system

DOE Office of Scientific and Technical Information (OSTI.GOV)

Lines, Michael T

The bootstrap start-up system (42) achieves an efficient start-up of the power plant (10) that minimizes formation of soot within a reformed hydrogen rich fuel. A burner (48) receives un-reformed fuel directly from the fuel supply (30) and combusts the fuel to heat cathode air which then heats an electrolyte (24) within the fuel cell (12). A dilute hydrogen forming gas (68) cycles through a sealed heat-cycling loop (66) to transfer heat and generated steam from an anode side (32) of the electrolyte (24) through fuel processing system (36) components (38, 40) and back to an anode flow field (26)more » until fuel processing system components (38, 40) achieve predetermined optimal temperatures and steam content. Then, the heat-cycling loop (66) is unsealed and the un-reformed fuel is admitted into the fuel processing system (36) and anode flow (26) field to commence ordinary operation of the power plant (10).« less

A Mechanistic Investigation of Nitrogen Evolution and Corrosion with Oxy-Combustion

DOE Office of Scientific and Technical Information (OSTI.GOV)

Dale Tree; Andrew Mackrory; Thomas Fletcher

A premixed, staged, down-fired, pulverized coal reactor and a flat flame burner were used to study the evolution of nitrogen in coal contrasting differences in air and oxy-combustion. In the premixed reactor, the oxidizer was staged to produce a fuel rich zone followed by a burnout zone. The initial nominal fuel rich zone stoichiometric ratio (S.R.) of 0.85 selected produced higher NO reductions in the fuel rich region under oxy-combustion conditions. Air was found to be capable of similar NO reductions when the fuel rich zone was at a much lower S.R. of 0.65. At a S.R. of 0.85, oxy-combustionmore » was measured to have higher CO, unburned hydrocarbons, HCN and NH{sub 3} in the fuel rich region than air at the same S.R. There was no measured difference in the initial formation of NO. The data suggest devolatilization and initial NO formation is similar for the two oxidizers when flame temperatures are the same, but the higher CO{sub 2} leads to higher concentrations of CO and nitrogen reducing intermediates at a given equivalence ratio which increases the ability of the gas phase to reduce NO. These results are supported by flat flame burner experiments which show devolatilization of nitrogen from the coal and char to be similar for air and oxy-flame conditions at a given temperature. A model of premixed combustion containing devolatilization, char oxidation and detailed kinetics captures most of the trends seen in the data. The model suggests CO is high in oxy-combustion because of dissociation of CO{sub 2}. The model also predicts a fraction (up to 20%, dependent on S.R.) of NO in air combustion can be formed via thermal processes with the source being nitrogen from the air while in oxy-combustion equilibrium drives a reduction in NO of similar magnitude. The data confirm oxy-combustion is a superior oxidizer to air for NO control because NO reduction can be achieved at higher S.R. producing better char burnout in addition to NO from recirculated flue gas being reduced as it passes back through the flame.« less

An innovative system for supplying air and fuel mixture to a combustion chamber of an engine

NASA Astrophysics Data System (ADS)

Saikumar, G. R. Bharath

2018-04-01

Conventional carburetors are being used since decades to ensure that the desired ratio of air and fuel enters the combustion chamber for combustion for the purpose of generating power in an Spark Ignition(SI) internal combustion engine. However to increase the efficiency, the carburetor system is gradually being replaced by fuel injection systems. Fuel injection systems use injectors to supply pressurized fuel into the combustion chamber. Owing to the high initial and maintenance cost, carburetors are still ruling in the low cost vehicle domain. An innovative concept is conceived, which is an alternative method to the carburetor system to supply the air and fuel mixture to a combustion chamber of an engine. This system comprises of an inner hollow cylinder with minute holes drilled along its length with an outer cylinder capable of sliding along its length or its longitudinal axis. This system is placed in the venturi instead of the conventional carburetor system. Fuel enters from the bottom inlet of the inner cylinder and flows out through the holes provided along its length. The fuel flow from the inner cylinder is dependent on the size and the number of holes exposed at that instance by the sliding outer cylinder which in turn is connected to the throttle or accelerator.

Numerical simulation of the flow and fuel-air mixing in an axisymmetric piston-cylinder arrangement

NASA Technical Reports Server (NTRS)

Shih, T. I. P.; Smith, G. E.; Springer, G. S.

1982-01-01

The implicit factored method of Beam and Warming was employed to describe the flow and the fuel-air mixing in an axisymmetric piston-cylinder configuration during the intake and compression strokes. The governing equations were established on the basis of laminar flow. The increased mixing due to turbulence was simulated by appropriately chosen effective transport properties. Calculations were performed for single-component gases and for two-component gases and for two-component gas mixtures. The flow field was calculated as functions of time and position for different geometries, piston speeds, intake-charge-to-residual-gas-pressure ratios, and species mass fractions of the intake charge. Results are presented in graphical form which show the formation, growth, and break-up of those vortices which form during the intake stroke and the mixing of fuel and air throughout the intake and compression strokes. It is shown that at bore-to-stroke ratio of less than unity, the vortices may break-up during the intake stroke. It is also shown that vortices which do not break-up during the intake stroke coalesce during the compression stroke. The results generated were compared to existing numerical solutions and to available experimental data.

RTE: A computer code for Rocket Thermal Evaluation

NASA Technical Reports Server (NTRS)

Naraghi, Mohammad H. N.

1995-01-01

The numerical model for a rocket thermal analysis code (RTE) is discussed. RTE is a comprehensive thermal analysis code for thermal analysis of regeneratively cooled rocket engines. The input to the code consists of the composition of fuel/oxidant mixture and flow rates, chamber pressure, coolant temperature and pressure. dimensions of the engine, materials and the number of nodes in different parts of the engine. The code allows for temperature variation in axial, radial and circumferential directions. By implementing an iterative scheme, it provides nodal temperature distribution, rates of heat transfer, hot gas and coolant thermal and transport properties. The fuel/oxidant mixture ratio can be varied along the thrust chamber. This feature allows the user to incorporate a non-equilibrium model or an energy release model for the hot-gas-side. The user has the option of bypassing the hot-gas-side calculations and directly inputting the gas-side fluxes. This feature is used to link RTE to a boundary layer module for the hot-gas-side heat flux calculations.

Tip-to-tail numerical simulation of a hypersonic air-breathing engine with ethylene fuel

NASA Astrophysics Data System (ADS)

Dharavath, Malsur; Manna, P.; Chakraborty, Debasis

2016-11-01

End to end CFD simulations of external and internal flow paths of an ethylene fueled hypersonic airbreathing vehicle with including forebody, horizontal fins, vertical fins, intake, combustor, single expansion ramp nozzle are carried out. The performance of the scramjet combustor and vehicle net thrust-drag is calculated for hypersonic cruise condition. Three-dimensional Navier-Stokes equations are solved along with SST-k-ω turbulence model using the commercial CFD software CFX-14. Single step chemical reaction based on fast chemistry assumption is used for combustion of gaseous ethylene fuel. Simulations captured complex shock structures including the shocks generated from the vehicle nose and compression ramps, impingement of cowl-shock on vehicle undersurface and its reflection in the intake and combustor etc. Various thermochemical parameters are analyzed and performance parameters are evaluated for nonreacting and reacting cases. Very good mixing ( 98%) of fuel with incoming air stream is observed. Positive thrust-drag margins are obtained for fuel equivalence ratio of 0.6 and computed combustion efficiency is observed to be 94 %. Effect of equivalence ratio on the vehicle performance is studied parametrically. Though the combustion efficiency has come down by 8% for fuel equivalence ratio of 0.8, net vehicle thrust is increased by 44%. Heat flux distribution on the various walls of the whole vehicle including combustor is estimated for the isothermal wall condition of 1000 K in reacting flow. Higher local heat flux values are observed at all the leading edges of the vehicle (i.e., nose, wing, fin and cowl leading edges) and strut regions of the combustor.

Aerodynamic effect of combustor inlet-air pressure on fuel jet atomization

NASA Technical Reports Server (NTRS)

Ingebo, R. D.

1984-01-01

Mean drop diameters were measured with a recently developed scanning radiometer in a study of the atomization of liquid jets injected cross stream in high velocity and high pressure airflows. At constant inlet air pressure, reciprocal mean drop diameter, was correlated with airflow mass velocity. Over a combustor inlet-air pressure range of 1 to 21 atmospheres, the ratio of orifice to mean drop diameter, D(O)/D(M), was correlated with the product of Weber and Reynolds number, WeRe, and with the molecular scale momentum transfer ratio of gravitational to inertial forces.

Improvement of performance in low temperature solid oxide fuel cells operated on ethanol and air mixtures using Cu-ZnO-Al2O3 catalyst layer

NASA Astrophysics Data System (ADS)

Morales, M.; Espiell, F.; Segarra, M.

2015-10-01

Anode-supported single-chamber solid oxide fuel cells with and without Cu-ZnO-Al2O3 catalyst layers deposited on the anode support have been operated on ethanol and air mixtures. The cells consist of gadolinia-doped ceria electrolyte, Ni-doped ceria anode, and La0.6Sr0.4CoO3-δ-doped ceria cathode. Catalyst layers with different Cu-ZnO-Al2O3 ratios are deposited and sintered at several temperatures. Since the performance of single-chamber fuel cells strongly depends on catalytic properties of electrodes for partial oxidation of ethanol, the cells are electrochemically characterized as a function of the temperature, ethanol-air molar ratio and gas flow rate. In addition, catalytic activities of supported anode, catalytic layer-supported anode and cathode for partial oxidation of ethanol are analysed. Afterwards, the effect of composition and sintering temperature of catalyst layer on the cell performance are determined. The results indicate that the cell performance can be significantly enhanced using catalyst layers of 30:35:35 and 40:30:30 wt.% Cu-ZnO-Al2O3 sintered at 1100 °C, achieving power densities above 50 mW cm-2 under 0.45 ethanol-air ratio at temperatures as low as 450 °C. After testing for 15 h, all cells present a gradual loss of power density, without carbon deposition, which is mainly attributed to the partial re-oxidation of Ni at the anode.

An experimental investigation of mixing enhancement in a simulated scramjet combustor by use of swirling jets. M.S. Thesis

NASA Technical Reports Server (NTRS)

Kraus, Donna Karen

1993-01-01

It is desired to maintain supersonic flow through the combustor of supersonic airbreathing engines to reduce static temperatures and total pressure losses inherent in reducing flow to subsonic speeds. Due to the supersonic speeds through the combustor, mixing of the fuel and air must by rapid for complete combustion to occur within a reasonable streamwise distance. It was proposed that the addition of swirl to the fuel jet prior to injection might enhance the mixing of the fuel with the air. The effects of swirl on the mixing of a 30 deg wall jet into a Mach 2 flow were experimentally investigated. Swirl was introduced into the fuel stream by tangential injection into a cylindrical swirl chamber. The flow was then accelerated through a convergent-divergent nozzle with an area ratio of two, and supersonically injected into the Mach 2 flow such that the static pressure of the fuel matched the effective back pressure of the main flow. Two different cases with swirl and one without swirl were investigated, with both helium and air simulating the fuel. Rayleigh scattering was used to visualize the flow and seeding the fuel with water allowed it to be traced through the main flow. Using histograms of the pure molecular Rayleigh scattering images, the helium concentration in the jet-mixing region of the flow was monitored and found to decrease slightly with swirl, indicating better mixing. Thresholding the water-seeded images allowed the jet-mixing region to be isolated and showed a slight increase in this area with swirl. Penetration, however, was slightly less with swirl. Rescaling the data for equal mass flow rates allowed comparison for a scramjet application of a combustor with a single injector and the desire to fuel to a specified fuel-to-oxidant ratio. These results showed a substantial increase in the spreading area with swirl, an increase in the mixing occurring in this area, and slightly better penetration.

Atomization of coal water mixtures: evaluation of fuel nozzles and a cellulose gum simulant

DOE Office of Scientific and Technical Information (OSTI.GOV)

Rosfjord, T.J.

1985-03-01

An experimental evaluation of four air-assist fuel nozzles has been conducted to determine atomization levels of coal-water mixture (CWM) fuels at operating conditions simulating a high pressure combustor. Two of the nozzles were commercial units marketed for use in atmospheric burners, while two nozzles were specially designed for CWM operation in a high pressure combustor. Sprays from all four injectors were characterized in tests performed over a range of liquid and air flowrates. Most of the tests were performed using a cellulose-gum water solution prepared to match the viscosity and drip characteristics of an available CWM. Atomization data acquired frommore » a limited test series using the CWM were found to be properly represented by the gum solution data. High levels of atomization (SMD about 10 micron) were achieved by two of the nozzles - one commercial unit and one special unit - at an assist airflow level corresponding to a nozzle air-fuel ratio between 0.6 - 0.8.« less

Association of biomass fuel use with acute respiratory infections among under- five children in a slum urban of Addis Ababa, Ethiopia.

PubMed

Sanbata, Habtamu; Asfaw, Araya; Kumie, Abera

2014-10-31

Indoor air pollution from biomass fuel is responsible for 50,320 annual deaths of children under-five year, accounting for 4.9% of the national burden of disease in Ethiopia. Acute respiratory infections are the leading cause of mortality among children in Ethiopia. There is limited research that has examined the association between the use of biomass fuel and acute respiratory infections among children. A community based cross-sectional study was conducted during January to February 2012 among 422 households in the slum of Addis Ababa. Data were collected by using structured and pretested questionnaire. Odds ratio was done to determine association between independent variables and acute respiratory infections by using logistic regression analysis. Multivariate logistic regression was used to determine the presence of an association between biomass fuel use and acute respiratory infections after controlling for other confounding variables. Nearly 253 (60%) of children live in households that predominately used biomass fuel. The two weeks prevalence of acute respiratory infection was 23.9%. The odds ratios of acute respiratory infection were 2.97 (95% CI: 1.38-3.87) and 1.96 (95% CI: 0.78-4.89) in households using biomass fuel and kerosene, respectively, relative to cleaner fuels. There is an association between biomass fuel usage and acute respiratory infection in children. The relationship needs investigation which measure indoor air pollution and clinical measures of acute respiratory infection.

Structure and characteristics of heterogeneous detonation

NASA Astrophysics Data System (ADS)

Nicholls, J. A.; Sichel, M.; Kauffman, C. W.

1983-09-01

The emphasis of this research program centered around the structure of heterogeneous detonation waves, inasmuch as this had been found to be very important to the detonation characteristics of heterogeneous mixtures. On the experimental side, a vertical detonation tube was used wherein liquid fuel drops, all of one size, were generated at the top of the tube and allowed to fall vertically into the desired gaseous mixture. A strong blast wave was transmitted into the mixture through use of an auxiliary shock tube. The propagation of the resultant wave was monitored by pressure switches, pressure transducers, and photography. The low vapor pressure liquid fuel, decane (400 micrometer drop size) was used for most of the experiments. Attention was given to wave structure, wave velocity, and initiation energy. Three atmospheres (100% O2; 40% O2/60% N2; and air) and a number of equivalence ratios were investigated. Holographic pictures and streak photography were employed to study the drop shattering process and the structure of the front. Other experiments investigated the addition of the sensitizer, normal propyl nitrate (NPN), to the decane. The important aspect of vapor pressure was studied by heating the entire tube to various elevated temperatures and then noting the effect on detonability.

Flame and Soot Boundaries of Laminar Jet Diffusion Flames. Appendix A

NASA Technical Reports Server (NTRS)

Xu, F.; Dai, Z.; Faeth, G. M.; Yuan, Z.-G. (Technical Monitor); Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2002-01-01

The shapes (flame-sheet and luminous-flame boundaries) or steady weakly buoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue CO2 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K. ambient pressures of 4-50 kPa, jet-exit Reynolds numbers of 3-54, initial air/fuel velocity ratios of 0-9, and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at microgravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smoke-point conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smoke-point conditions. Flame-shape predictions were based on simplified analyses using the boundary-layer approximations along with empirical parameters to distinguish flame-sheet and luminous-flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 of the lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions because of the presence of luminous soot particles in the fuel-lean region of the flames.

Flame Shapes of Nonbuoyant Laminar Jet Diffusion Flames

NASA Technical Reports Server (NTRS)

Xu, F.; Dai, Z.; Faeth, G. M.; Urban, D. L. (Technical Monitor); Yuan, Z. G. (Technical Monitor)

2001-01-01

The shapes (flame-sheet and luminous-flame boundaries) of steady nonbuoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue CO2 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K, ambient pressures of 4-50 kPa, jet exit Reynolds number of 3-54, initial air/fuel velocity ratios of 0-9 and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at micro-gravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smokepoint conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smokepoint conditions. Flame-shape predictions were based on simplified analyses using the boundary layer approximations along with empirical parameters to distinguish flame-sheet and luminous flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions due to the presence of luminous soot particles in the fuel-lean region of the flames.

Flame Shapes of Nonbuoyant Laminar Jet Diffusion Flames. Appendix K

NASA Technical Reports Server (NTRS)

Xu, F.; Faeth, G. M.; Urban, D. L. (Technical Monitor); Yuan, Z.-G. (Technical Monitor)

2000-01-01

The shapes (flame-sheet and luminous-flame boundaries) of steady nonbuoyant round hydrocarbon-fueled laminar-jet diffusion flames in still and coflowing air were studied both experimentally and theoretically. Flame-sheet shapes were measured from photographs using a CH optical filter to distinguish flame-sheet boundaries in the presence of blue C02 and OH emissions and yellow continuum radiation from soot. Present experimental conditions included acetylene-, methane-, propane-, and ethylene-fueled flames having initial reactant temperatures of 300 K, ambient pressures of 4-50 kPa, jet exit Reynolds number of 3-54, initial air/fuel velocity ratios of 0-9 and luminous flame lengths of 5-55 mm; earlier measurements for propylene- and 1,3-butadiene-fueled flames for similar conditions were considered as well. Nonbuoyant flames in still air were observed at micro-gravity conditions; essentially nonbuoyant flames in coflowing air were observed at small pressures to control effects of buoyancy. Predictions of luminous flame boundaries from soot luminosity were limited to laminar smoke-point conditions, whereas predictions of flame-sheet boundaries ranged from soot-free to smoke-point conditions. Flame-shape predictions were based on simplified analyses using the boundary layer approximations along with empirical parameters to distinguish flame-sheet and luminous-flame (at the laminar smoke point) boundaries. The comparison between measurements and predictions was remarkably good and showed that both flame-sheet and luminous-flame lengths are primarily controlled by fuel flow rates with lengths in coflowing air approaching 2/3 lengths in still air as coflowing air velocities are increased. Finally, luminous flame lengths at laminar smoke-point conditions were roughly twice as long as flame-sheet lengths at comparable conditions due to the presence of luminous soot particles in the fuel-lean region of the flames.

Spark ignition of flowing gases I : energies to ignite propane-air mixtures in pressure range of 2 to 4 inches mercury absolute

NASA Technical Reports Server (NTRS)

Swett, Clyde C , Jr

1949-01-01

Ignition studies of flowing gases were made to obtain information applicable to ignition problems in gas-turbine and ram-jet aircraft propulsion systems operating at altitude conditions.Spark energies required for ignition of a flowing propane-air mixture were determined for pressure of 2 to 4 inches mercury absolute, gas velocities of 5.0 to 54.2 feet per second, fuel-air ratios of 0.0607 to 0.1245, and spark durations of 1.5 to 24,400 microseconds. The results showed that at a pressure of 3 inches mercury absolute the minimum energy required for ignition occurred at fuel-air ratios of 0.08 to 0.095. The energy required for ignition increased almost linearly with increasing gas velocity. Shortening the spark duration from approximately 25,000 to 125 microseconds decreased the amount of energy required for ignition. A spark produced by the discharge of a condenser directly into the spark gap and having a duration of 1.5 microseconds required ignition energies larger than most of the long-duration sparks.

An experimental study of the autoignition characteristics of conventional jet fuel/oxidizer mixtures: Jet-A and JP-8

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kumar, Kamal; Sung, Chih-Jen

2010-04-15

Ignition delay times of Jet-A/oxidizer and JP-8/oxidizer mixtures are measured using a heated rapid compression machine at compressed charge pressures corresponding to 7, 15, and 30 bar, compressed temperatures ranging from 650 to 1100 K, and equivalence ratios varying from 0.42 to 2.26. When using air as the oxidant, two oxidizer-to-fuel mass ratios of 13 and 19 are investigated. To achieve higher compressed temperatures for fuel lean mixtures (equivalence ratio of {proportional_to}0.42), argon dilution is also used and the corresponding oxidizer-to-fuel mass ratio is 84.9. For the conditions studied, experimental results show two-stage ignition characteristics for both Jet-A and JP-8.more » Variations of both the first-stage and overall ignition delays with compressed temperature, compressed pressure, and equivalence ratio are reported and correlated. It is noted that the negative temperature coefficient phenomenon becomes more prominent at relatively lower pressures. Furthermore, the first-stage-ignition delay is found to be less sensitive to changes in equivalence ratio and primarily dependent on temperature. (author)« less

1990 Fuel oil utilization workshop

DOE Office of Scientific and Technical Information (OSTI.GOV)

McDonald, B.L.; Lange, H.B.; Miller, M.N.

1992-01-01

Following a 1983 EPRI-sponsored workshop on utility boiler problems (EPRI report AP-3753), the Institute has responded to the need for better information on fuel utilization by sponsoring annual utility-focused workshops. This workshop is the sixth in a series of annual events designed to address this need. The objective was to provide utility personnel with an opportunity to exchange information on residual oil use in fossil steam plants. Participants at the 1990 workshop, held in Arlington, Virginia, October 31-November 1, 1990, included 37 representatives from 19 electric utilities, including representatives from Mexico, Canada, and Spain, as well as the Institute demore » Investigaciones Electricas in Mexico. The workshop comprised formal presentations followed by question-and-answer sessions and three 2-hour discussion group sessions. Topics included a water/oil emulsion test summary, a NO{sub x} reduction program, particulate and unburned carbon emissions reductions from oil-fired boilers using combustion promoters, a utility perspective on oil spills, and size distribution and opacity of particulate matter emissions from combustion of residual fuel oils. In addition, participants discussed the development of a coke formation index, instability and compatibility of residual fuel oils, the clean combustion of heavy liquid fuels, toxic air emissions from the combustion of residual fuel oils, H{sub 2}S release from residual fuel oils, and increased reliability of superheater and reheater tubes and headers by optimization of steam-side and gas-side temperatures.« less

Dimpled/grooved face on a fuel injection nozzle body for flame stabilization and related method

DOEpatents

Uhm, Jong Ho; Johnson, Thomas Edward; Kim, Kwanwoo; Zuo, Baifang

2013-08-20

A fuel injection head for a fuel nozzle used in a gas turbine combustor includes a substantially hollow body formed with an upstream end face, a downstream end face and a peripheral wall extending therebetween. A plurality of pre-mix tubes or passages extend axially through the hollow body with inlets at the upstream end face and outlets at the downstream end face. An exterior surface of the downstream end face is formed with three-dimensional surface features that increase a total surface area of the exterior surface as compared to a substantially flat, planar downstream end face.

Probability, geometry, and dynamics in the toss of a thick coin

NASA Astrophysics Data System (ADS)

Yong, Ee Hou; Mahadevan, L.

2011-12-01

When a thick cylindrical coin is tossed in the air and lands without bouncing on an inelastic substrate, it ends up on its face or its side. We account for the rigid body dynamics of spin and precession and calculate the probability distribution of heads, tails, and sides for a thick coin as a function of its dimensions and the distribution of its initial conditions. Our theory yields a simple expression for the aspect ratio of homogeneous coins with a prescribed frequency of heads or tails compared to sides, which we validate using data from the results of tossing coins of different aspect ratios.

Self Induced Buoyant Blow Off in Upward Flame Spread on Thin Solid Fuels

NASA Technical Reports Server (NTRS)

Johnston, Michael C.; T'ien, James S.; Muff, Derek E.; Olson, Sandra L.; Ferkul, Paul V.

2013-01-01

Upward flame spread experiments were conducted on a thin fabric cloth consisting of 75% cotton and 25% fiberglass. The sample is sandwiched symmetrically with stainless steel plates with the exposed width varying between 2 to 8.8 cm from test to test and >1.5m tall. The bottom edge was ignited resulting in a symmetric two sided flame. For the narrower samples (. 5cm), two sided flame growth would proceed until reaching some limiting value (15-30 cm depending on sample width). Fluctuation or instability of the flame base on one side would initially become visible and then the flame base would retreat downstream and cause extinguishment on one side. Detailed examination of the still images shows that the fuel continues to vaporize from the extinguished side due to the thermally thin nature of the fuel. But, due to the remaining inert fiberglass mesh, which acts as a flashback arrestor, the extinguished side was not able to be reignited by the remaining flame. The remaining flame would then shrink in length due to the reduced heat transfer to the solid to a shorter length. The one-sided flame will spread stably with a constant speed and a constant flame length to the end of the sample. A constant length flame implies that the pyrolysis front and the burnt out fronts move at the same speed. For the wider samples (. 7cm), no one-sided extinction is observed. Two-sided flames spread all the way to the top of the sample. For these wider widths, the flames are still growing and have not reached their limiting length if it exists. Care was taken to minimize the amount of non-symmetries in the experimental configuration. Repeated tests show that blow-off can occur on either side of the sample. The flame growth is observed to be very symmetric during the growth phase and grew to significant length (>10cm) before extinction of the flame on one side. Our proposed explanation of this unusual phenomenon (i.e. stronger two ]sided flame cannot exist but weaker one-sided flame can) is as follows: The observed one-sided extinction is a blow- off induced by buoyant entrainment. It is known that the flammable diffusion flame regime is bounded by quenching and blow ]off limits when varying incoming air velocity. The narrowest samples tested (between 2 and 5 cm) begin within the flammable range, but as the flame grows, the buoyancy driven air velocity increases at the neighborhood of the flame base. The initially stable flame crosses the extinguishment boundary resulting in a flame blow-off. When one-side of the flame extinguishes, the remaining side shrinks due to the reduced heat transfer to the solid. This reduces the induced velocity and the flame becomes stable. It is proposed that this may have implications to upward flame growth beyond this experiment.

Lagrangian coherent structures during combustion instability in a premixed-flame backward-step combustor.

PubMed

Sampath, Ramgopal; Mathur, Manikandan; Chakravarthy, Satyanarayanan R

2016-12-01

This paper quantitatively examines the occurrence of large-scale coherent structures in the flow field during combustion instability in comparison with the flow-combustion-acoustic system when it is stable. For this purpose, the features in the recirculation zone of the confined flow past a backward-facing step are studied in terms of Lagrangian coherent structures. The experiments are conducted at a Reynolds number of 18600 and an equivalence ratio of 0.9 of the premixed fuel-air mixture for two combustor lengths, the long duct corresponding to instability and the short one to the stable case. Simultaneous measurements of the velocity field using time-resolved particle image velocimetry and the CH^{*} chemiluminescence of the flame along with pressure time traces are obtained. The extracted ridges of the finite-time Lyapunov exponent (FTLE) fields delineate dynamically distinct regions of the flow field. The presence of large-scale vortical structures and their modulation over different time instants are well captured by the FTLE ridges for the long combustor where high-amplitude acoustic oscillations are self-excited. In contrast, small-scale vortices signifying Kelvin-Helmholtz instability are observed in the short duct case. Saddle-type flow features are found to separate the distinct flow structures for both combustor lengths. The FTLE ridges are found to align with the flame boundaries in the upstream regions, whereas farther downstream, the alignment is weaker due to dilatation of the flow by the flame's heat release. Specifically, the FTLE ridges encompass the flame curl-up for both the combustor lengths, and thus act as the surrogate flame boundaries. The flame is found to propagate upstream from an earlier vortex roll-up to a newer one along the backward-time FTLE ridge connecting the two structures.

Phase equilibria in the UO 2-PuO 2 system under a temperature gradient

NASA Astrophysics Data System (ADS)

Kleykamp, Heiko

2001-04-01

The phase behaviour of U 0.80Pu 0.20O 1.95 was investigated under a steady-state temperature gradient between the solidus and liquidus by a short-time power-to-melt irradiation experiment. The radial U, Pu, Am and O profiles in the fuel pin after redistribution were measured by X-ray microanalysis. During irradiation, an inner fuel melt forms which is separated from the outer solid only by one concentric liquid-solid-phase boundary. The UO 2 concentration increases to 85% and the PuO 2 concentration decreases to 15% on the solid side of the interface. Opposite gradients occur on the liquid side of the interface. The concentration discontinuity is a consequence of the necessary equality of the chemical potentials of UO 2 and PuO 2 on both sides of the phase boundary which corresponds to a 2750°C isotherm. The radial oxygen profile results in an O/(U + Pu) ratio of 2.00 at the fuel surface and 1.92 at the central void of the fuel. The redistribution is caused by the thermal diffusion of oxygen vacancies in the lattice along the temperature gradient. This process is quantified by the heat of transport Q*v which ranges between -10 kJ/mol at the central void and about -230 kJ/mol near the fuel surface.

Dilution jet mixing program, supplementary report

NASA Technical Reports Server (NTRS)

Srinivasan, R.; White, C.

1986-01-01

The velocity and temperature distributions predicted by a 3-D numerical model and experimental measurements are compared. Empirical correlations for the jet velocity trajectory developed are presented. The measured velocity distributions for all test cases of phase through phase 3 are presented in the form of contour and oblique plots. quantification of the effects of the following on the jet mixing characteristics with a confined crossflow are: (1) orifice geometry momentum flux ratio and density ratio; (2) nonuniform mainstream temperature and velocity profiles upstream of dilution orifices; (3) cold versus hot jet injection; (4) cross-stream flow are a convergence as encountered in practical dilution zone geometries; (5) 2-D slot versus circular orifices; (6) discrete noncirculcer orifices; (7) single-sided versus opposed jets; (8) single row of jets.

Estimation of the fossil fuel component in atmospheric CO2 based on radiocarbon measurements at the Beromünster tall tower, Switzerland

NASA Astrophysics Data System (ADS)

Berhanu, Tesfaye A.; Szidat, Sönke; Brunner, Dominik; Satar, Ece; Schanda, Rüdiger; Nyfeler, Peter; Battaglia, Michael; Steinbacher, Martin; Hammer, Samuel; Leuenberger, Markus

2017-09-01

Fossil fuel CO2 (CO2ff) is the major contributor of anthropogenic CO2 in the atmosphere, and accurate quantification is essential to better understand the carbon cycle. Since October 2012, we have been continuously measuring the mixing ratios of CO, CO2, CH4, and H2O at five different heights at the Beromünster tall tower, Switzerland. Air samples for radiocarbon (Δ14CO2) analysis have also been collected from the highest sampling inlet (212.5 m) of the tower on a biweekly basis. A correction was applied for 14CO2 emissions from nearby nuclear power plants (NPPs), which have been simulated with the Lagrangian transport model FLEXPART-COSMO. The 14CO2 emissions from NPPs offset the depletion in 14C by fossil fuel emissions, resulting in an underestimation of the fossil fuel component in atmospheric CO2 by about 16 %. An average observed ratio (RCO) of 13.4 ± 1.3 mmol mol-1 was calculated from the enhancements in CO mixing ratios relative to the clean-air reference site Jungfraujoch (ΔCO) and the radiocarbon-based fossil fuel CO2 mole fractions. The wintertime RCO estimate of 12.5 ± 3.3 is about 30 % higher than the wintertime ratio between in situ measured CO and CO2 enhancements at Beromünster over the Jungfraujoch background (8.7 mmol mol-1) corrected for non-fossil contributions due to strong biospheric contribution despite the strong correlation between ΔCO and ΔCO2 in winter. By combining the ratio derived using the radiocarbon measurements and the in situ measured CO mixing ratios, a high-resolution time series of CO2ff was calculated exhibiting a clear seasonality driven by seasonal variability in emissions and vertical mixing. By subtracting the fossil fuel component and the large-scale background, we have determined the regional biospheric CO2 component that is characterized by seasonal variations ranging between -15 and +30 ppm. A pronounced diurnal variation was observed during summer modulated by biospheric exchange and vertical mixing, while no consistent pattern was found during winter.

A simple numerical model for membrane oxygenation of an artificial lung machine

NASA Astrophysics Data System (ADS)

Subraveti, Sai Nikhil; Sai, P. S. T.; Viswanathan Pillai, Vinod Kumar; Patnaik, B. S. V.

2015-11-01

Optimal design of membrane oxygenators will have far reaching ramification in the development of artificial heart-lung systems. In the present CFD study, we simulate the gas exchange between the venous blood and air that passes through the hollow fiber membranes on a benchmark device. The gas exchange between the tube side fluid and the shell side venous liquid is modeled by solving mass, momentum conservation equations. The fiber bundle was modelled as a porous block with a bundle porosity of 0.6. The resistance offered by the fiber bundle was estimated by the standard Ergun correlation. The present numerical simulations are validated against available benchmark data. The effect of bundle porosity, bundle size, Reynolds number, non-Newtonian constitutive relation, upstream velocity distribution etc. on the pressure drop, oxygen saturation levels etc. are investigated. To emulate the features of gas transfer past the alveoli, the effect of pulsatility on the membrane oxygenation is also investigated.

Long term variations of the atmospheric air pollutants in Istanbul City.

PubMed

Ozcan, H Kurtulus

2012-03-01

High population density and intense industrial activity has resulted in various forms of pollution in megacities. Air pollution ranks at the top of this list. This study investigated long-term changes in air pollutant parameters (SO(2), CO, NO, NO(2), NO(x)) in Istanbul City, Turkey, using data from air-quality measurement stations on the Asian and European sides of Istanbul. The results show decreases from 2002 to 2010 in the amounts of SO(2) (one of the main pollutants released as a result of the burning of fossil fuels) and CO (indicative of incomplete combustion). However, NO(x) concentrations showed fluctuations over time, rather than a steady decline throughout the study period.

Long Term Variations of the Atmospheric Air Pollutants in Istanbul City

PubMed Central

Ozcan, H. Kurtulus

2012-01-01

High population density and intense industrial activity has resulted in various forms of pollution in megacities. Air pollution ranks at the top of this list. This study investigated long-term changes in air pollutant parameters (SO2, CO, NO, NO2, NOx) in Istanbul City, Turkey, using data from air-quality measurement stations on the Asian and European sides of Istanbul. The results show decreases from 2002 to 2010 in the amounts of SO2 (one of the main pollutants released as a result of the burning of fossil fuels) and CO (indicative of incomplete combustion). However, NOx concentrations showed fluctuations over time, rather than a steady decline throughout the study period. PMID:22690163

Testing and COBRA-SFS analysis of the VSC-17 ventilated concrete, spent fuel storage cask

DOE Office of Scientific and Technical Information (OSTI.GOV)

McKinnon, M.A.; Dodge, R.E.; Schmitt, R.C.

1992-04-01

A performance test of a Pacific Sierra Nuclear VSC-17 ventilated concrete storage cask loaded with 17 canisters of consolidated PWR spent fuel generating approximately 15 kW was conducted. The performance test included measuring the cask surface, concrete, air channel surface, and fuel temperatures, as well as cask surface gamma and neutron dose rates. Testing was performed using vacuum, nitrogen, and helium backfill environments. Pretest predictions of cask thermal performance were made using the COBRA-SFS computer code. Analysis results were within 15{degrees}C of measured peak fuel temperature. Peak fuel temperature for normal operation was 321{degrees}C. In general, the surface dose ratesmore » were less than 30 mrem/h on the side of the cask and 40 mrem/h on the top of the cask.« less

Relationship between daily exposure to biomass fuel smoke and blood pressure in high-altitude Peru.

PubMed

Burroughs Peña, Melissa; Romero, Karina M; Velazquez, Eric J; Davila-Roman, Victor G; Gilman, Robert H; Wise, Robert A; Miranda, J Jaime; Checkley, William

2015-05-01

Household air pollution from biomass fuel use affects 3 billion people worldwide; however, few studies have examined the relationship between biomass fuel use and blood pressure. We sought to determine if daily biomass fuel use was associated with elevated blood pressure in high altitude Peru and if this relationship was affected by lung function. We analyzed baseline information from a population-based cohort study of adults aged ≥ 35 years in Puno, Peru. Daily biomass fuel use was self-reported. We used multivariable regression models to examine the relationship between daily exposure to biomass fuel smoke and blood pressure outcomes. Interactions with sex and quartiles of forced vital capacity were conducted to evaluate for effect modification. Data from 1004 individuals (mean age, 55.3 years; 51.7% women) were included. We found an association between biomass fuel use with both prehypertension (adjusted relative risk ratio, 5.0; 95% confidence interval, 2.6-9.9) and hypertension (adjusted relative risk ratio, 3.5; 95% confidence interval, 1.7-7.0). Biomass fuel users had a higher systolic blood pressure (7.0 mm Hg; 95% confidence interval, 4.4-9.6) and a higher diastolic blood pressure (5.9 mm Hg; 95% confidence interval, 4.2-7.6) when compared with nonusers. We did not find interaction effects between daily biomass fuel use and sex or percent predicted forced vital capacity for either systolic blood pressure or diastolic blood pressure. Biomass fuel use was associated with a higher likelihood of having hypertension and higher blood pressure in Peru. Reducing exposure to household air pollution from biomass fuel use represents an opportunity for cardiovascular prevention. © 2015 American Heart Association, Inc.

The Knock-Limited Performance of Fuel Blends Containing Aromatics V : N-Propylbenzene, N-Butylbenzene, Isobutylbenzene, M-Xylene, and 1-Isopropyl-4-Methylbenzene

NASA Technical Reports Server (NTRS)

Meyer, Carl L.; Branstetter, J. Robert

1946-01-01

Results are reported of knock-limited tests of five aromatics, each individually blended with selected base fuels and tested with and without TEL, using 17.6, F-4, and F-3 small-scale engines. The five aromatics rated in the following order of decreasing antiknock effectiveness at fuel/air ratio 0.10: m-xylene, 1-isopropyl-4-methylbenzene, n-propylbenzene, isobutylbenzene, and n-butylbenzene.

Internal combustion engine fuel controls. December 1970-December 1989 (Citations from the US Patent data base). Report for December 1970-December 1989

DOE Office of Scientific and Technical Information (OSTI.GOV)

Not Available

1990-01-01

This bibliography contains citations of selected patents concerning fuel control devices, and methods used to regulate speed and load in internal combustion engines. Techniques utilized to control air-fuel ratios by sensing pressure, temperature, and exhaust composition, and the employment of electronic and feedback devices are discussed. Methods used for engine protection and optimum fuel conservation are considered. (This updated bibliography contains 327 citations, 160 of which are new entries to the previous edition.)

Modeling and optimization of the air system in polymer exchange membrane fuel cell systems

NASA Astrophysics Data System (ADS)

Bao, Cheng; Ouyang, Minggao; Yi, Baolian

Stack and air system are the two most important components in the fuel cell system (FCS). It is meaningful to study their properties and the trade-off between them. In this paper, a modified one-dimensional steady-state analytical fuel cell model is used. The logarithmic mean of the inlet and the outlet oxygen partial pressure is adopted to avoid underestimating the effect of air stoichiometry. And the pressure drop model in the grid-distributed flow field is included in the stack analysis. Combined with the coordinate change preprocessing and analog technique, neural network is used to treat the MAP of compressor and turbine in the air system. Three kinds of air system topologies, the pure screw compressor, serial booster and exhaust expander are analyzed in this article. A real-code genetic algorithm is programmed to obtain the global optimum air stoichiometric ratio and the cathode outlet pressure. It is shown that the serial booster and expander with the help of exhaust recycling, can improve more than 3% in the FCS efficiency comparing to the pure screw compressor. As the net power increases, the optimum cathode outlet pressure keeps rising and the air stoichiometry takes on the concave trajectory. The working zone of the proportional valve is also discussed. This presented work is helpful to the design of the air system in fuel cell system. The steady-state optimum can also be used in the dynamic control.

Air Pollutant Emissions from Oil and Gas Production pads (Investigating Low Cost Passive Samplers)

EPA Science Inventory

To help achieve the goal of sustainable, environmentally responsible development of oil and gas resources, it isnecessary to understand the potential for air pollutant emissions from various extraction and production (E&P)processes at the upstream, wellpad level. Upstream oil and...

Air Separation Using Hollow Fiber Membranes

NASA Technical Reports Server (NTRS)

Huang, Stephen E.

2004-01-01

The NASA Glenn Research Center in partnership with the Ohio Aerospace Institute provides internship programs for high school and college students in the areas of science, engineering, professional administrative, and other technical areas. During the summer of 2004, I worked with Dr. Clarence T. Chang at NASA Glenn Research Center s combustion branch on air separation using hollow fiber membrane technology. . In light of the accident of Trans World Airline s flight 800, FAA has mandated that a suitable solution be created to prevent the ignition of fuel tanks in aircrafts. In order for any type of fuel to ignite, three important things are needed: fuel vapor, oxygen, and an energy source. Two different ways to make fuel tanks less likely to ignite are reformulating the fuel to obtain a lower vapor pressure for the fuel and or using an On Board Inert Gas Generating System (OBIGGS) to inert the Central Wing Tank. goal is to accomplish the mission, which means that the Air Separation Module (ASM) tends to be bulky and heavy. The primary goal for commercial aviation companies is to transport as much as they can with the least amount of cost and fuel per person, therefore the ASM must be compact and light as possible. The plan is to take bleed air from the aircraft s engines to pass air through a filter first to remove particulates and then pass the air through the ASM containing hollow fiber membranes. In the lab, there will be a heating element provided to simulate the temperature of the bleed air that will be entering the ASM and analysis of the separated air will be analyzed by a Gas Chromatograph/Mass Spectrometer (GC/MS). The GUMS will separate the different compounds in the exit streams of the ASM and provide information on the performance of hollow fiber membranes. Hopefully I can develop ways to improve efficiency of the ASM. different types of jet fuel were analyzed and data was well represented on SAE Paper 982485. Data consisted of the concentrations of over 300 different hydrocarbons commonly found in JP- 8, Jet A, and JP-5 fuels. I researched the major hydrocarbons that has a concentration of greater than 50 parts per million and found the vapor pressure data coefficients for a specific temperature range. The coefficients were applied to Antoine s Equation and Riedel's Equation to calculate the vapor pressures for that specific hydrocarbon in the specific temperature range. With the vapor pressure data scientists can formulate a fuel composition that has a lower vapor pressure profile, therefore making jet fuels less flammable. work, learn how to operate and examine the data from Gas Chromatograph and Mass Spectrometer, and develop new ways in applying hollow fiber membrane technology to other areas of environmental engineering. The United States military currently uses air separation technology and their primary The other side of making air travel safer is to reformulate the fuel. Analyses of three My goal this summer is to learn about hollow fiber membrane technologies and how they

Engine combustion control at low loads via fuel reactivity stratification

DOEpatents

Reitz, Rolf Deneys; Hanson, Reed M; Splitter, Derek A; Kokjohn, Sage L

2014-10-07

A compression ignition (diesel) engine uses two or more fuel charges during a combustion cycle, with the fuel charges having two or more reactivities (e.g., different cetane numbers), in order to control the timing and duration of combustion. By appropriately choosing the reactivities of the charges, their relative amounts, and their timing, combustion can be tailored to achieve optimal power output (and thus fuel efficiency), at controlled temperatures (and thus controlled NOx), and with controlled equivalence ratios (and thus controlled soot). At low load and no load (idling) conditions, the aforementioned results are attained by restricting airflow to the combustion chamber during the intake stroke (as by throttling the incoming air at or prior to the combustion chamber's intake port) so that the cylinder air pressure is below ambient pressure at the start of the compression stroke.

Method and apparatus to selectively reduce NO.sub.x in an exhaust gas feedstream

DOEpatents

Schmieg, Steven J [Troy, MI; Blint, Richard J [Shelby Township, MI; Den, Ling [Sterling Heights, MI; Viola, Michael B [Macomb Township, MI; Lee, Jong-Hwan [Rochester Hills, MI

2011-08-30

A method and apparatus are described to selectively reduce NO.sub.x emissions of an internal combustion engine. An exhaust aftertreatment system includes an injection device operative to dispense a hydrocarbon reductant upstream of a silver-alumina catalytic reactor device. A control system determines a NO.sub.x concentration and hydrocarbon/NOx ratio based upon selected parameters of the exhaust gas feedstream and dispenses hydrocarbon reductant during lean engine operation. Included is a method to control elements of the feedstream during lean operation. The hydrocarbon reductant may include engine fuel.

Increase in ozone due to the use of biodiesel fuel rather than diesel fuel.

PubMed

Thang, Phan Quang; Muto, Yusuke; Maeda, Yasuaki; Trung, Nguyen Quang; Itano, Yasuyuki; Takenaka, Norimichi

2016-09-01

The consumption of fuel by vehicles emits nitrogen oxides (NOx) and non-methane hydrocarbons (NMHCs) into the atmosphere, which are important ozone precursors. Ozone is formed as a secondary pollutant via photochemical processes and is not emitted directly into the atmosphere. In this paper, the ozone increase resulting from the use of biodiesel and diesel fuels was investigated, and the different ozone formation trends were experimentally evaluated. Known amounts of exhaust gas from a power generator operated using biodiesel and diesel fuels were added to ambient air. The quality of the ambient air, such as the initial NMHC and NOx concentrations, and the irradiation intensity have an effect on the ozone levels. When 30 cm(3) of biodiesel fuel exhaust gas (BFEG) or diesel fuel exhausted gas (DFEG) was added to 18 dm(3) of ambient air, the highest ratios of ozone increase from BFEG compared with DFEG in Japan and Vietnam were 31.2 and 42.8%, respectively, and the maximum ozone increases resulting from DFEG and BFEG compared with the ambient air in Japan were 17.4 and 26.4 ppb, respectively. The ozone increase resulting from the use of BFEG was large and significant compared to that from DFEG under all experimental conditions. The ozone concentration increased as the amount of added exhaust gas increased. The ozone increase from the Jatropha-BFEG was slightly higher than that from waste cooking oil-BFEG. Copyright © 2016 Elsevier Ltd. All rights reserved.

Real-Time Optical Fuel-to-Air Ratio Sensor for Gas Turbine Combustors

NASA Technical Reports Server (NTRS)

Nguyen, Quang-Viet; Mongia, Rajiv K.; Dibble, Robert W.

1999-01-01

The measurement of the temporal distribution of fuel in gas turbine combustors is important in considering pollution, combustion efficiency and combustor dynamics and acoustics. Much of the previous work in measuring fuel distributions in gas turbine combustors has focused on the spatial aspect of the distribution. The temporal aspect however, has often been overlooked, even though it is just as important. In part, this is due to the challenges of applying real-time diagnostic techniques in a high pressure and high temperature environment. A simple and low-cost instrument that non-intrusively measures the real-time fuel-to-air ratio (FAR) in a gas turbine combustor has been developed. The device uses a dual wavelength laser absorption technique to measure the concentration of most hydrocarbon fuels such as jet fuel, methane, propane, etc. The device can be configured to use fiber optics to measure the local FAR inside a high pressure test rig without the need for windows. Alternatively, the device can readily be used in test rigs that have existing windows without modifications. An initial application of this instrument was to obtain time-resolved measurements of the FAR in the premixer of a lean premixed prevaporized (LPP) combustor at inlet air pressures and temperatures as high as 17 atm at 800 K, with liquid JP-8 as the fuel. Results will be presented that quantitatively show the transient nature of the local FAR inside a LPP gas turbine combustor at actual operating conditions. The high speed (kHz) time resolution of this device, combined with a rugged fiber optic delivery system, should enable the realization of a flight capable active-feedback and control system for the abatement of noise and pollutant emissions in the future. Other applications that require an in-situ and time-resolved measurement of fuel vapor concentrations should also find this device to be of use.

Evaluating Environmental Governance along Cross-Border Electricity Supply Chains with Policy-Informed Life Cycle Assessment: The California-Mexico Energy Exchange.

PubMed

Bolorinos, Jose; Ajami, Newsha K; Muñoz Meléndez, Gabriela; Jackson, Robert B

2018-05-01

This paper presents a "policy-informed" life cycle assessment of a cross-border electricity supply chain that links the impact of each unit process to its governing policy framework. An assessment method is developed and applied to the California-Mexico energy exchange as a unique case study. CO 2 -equivalent emissions impacts, water withdrawals, and air quality impacts associated with California's imports of electricity from Mexican combined-cycle facilities fueled by natural gas from the U.S. Southwest are estimated, and U.S. and Mexican state and federal environmental regulations are examined to assess well-to-wire consistency of energy policies. Results indicate most of the water withdrawn per kWh exported to California occurs in Baja California, most of the air quality impacts accrue in the U.S. Southwest, and emissions of CO 2 -equivalents are more evenly divided between the two regions. California energy policy design addresses generation-phase CO 2 emissions, but not upstream CO 2 -eq emissions of methane during the fuel cycle. Water and air quality impacts are not regulated consistently due to varying U.S. state policies and a lack of stringent federal regulation of unconventional gas development. Considering local impacts and the regulatory context where they occur provides essential qualitative information for functional-unit-based measures of life cycle impact and is necessary for a more complete environmental impact assessment.

The effect of local parameters on gas turbine emissions

NASA Technical Reports Server (NTRS)

Kauffman, C. W.; Correa, S. M.; Orozco, N. J.

1980-01-01

Gas turbine engine inlet parameters reflect changes in local atmospheric conditions. The pollutant emissions for the engine reflects these changes. In attempting to model the effect of the changing ambient conditions on the emissions it was found that these emissions exhibit an extreme sensitivity to some of the details of the combustion process such as the local fuel-air ratio and the size of the drops in the fuel spray. Fuel-air ratios have been mapped under nonburning conditions using a single JT8D-17 combustion can at simulated idle conditions, and significant variations in the local values have been found. Modelling of the combustor employs a combination of perfectly stirred and plug flow reactors including a finite rate vaporization treatment of the fuel spray. Results show that a small increase in the mean drop size can lead to a large increase in hydrocarbon emissions and decreasing the value of the CO-OH rate constant can lead to large increases in the carbon monoxide emissions. These emissions may also be affected by the spray characteristics with larger drops retarding the combustion process. Hydrocarbon, carbon monoxide, and oxides of nitrogen emissions calculated using the model accurately reflect measured emission variations caused by changing engine inlet conditions.

40 CFR 86.321-79 - NDIR water rejection ratio check.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 19 2013-07-01 2013-07-01 false NDIR water rejection ratio check. 86.321-79 Section 86.321-79 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF EMISSIONS FROM NEW AND IN-USE HIGHWAY VEHICLES AND ENGINES Emission Regulations for New Gasoline-Fueled and...

Updated greenhouse gas and criteria air pollutant emission factors and their probability distribution functions for electricity generating units

DOE Office of Scientific and Technical Information (OSTI.GOV)

Cai, H.; Wang, M.; Elgowainy, A.

Greenhouse gas (CO{sub 2}, CH{sub 4} and N{sub 2}O, hereinafter GHG) and criteria air pollutant (CO, NO{sub x}, VOC, PM{sub 10}, PM{sub 2.5} and SO{sub x}, hereinafter CAP) emission factors for various types of power plants burning various fuels with different technologies are important upstream parameters for estimating life-cycle emissions associated with alternative vehicle/fuel systems in the transportation sector, especially electric vehicles. The emission factors are typically expressed in grams of GHG or CAP per kWh of electricity generated by a specific power generation technology. This document describes our approach for updating and expanding GHG and CAP emission factors inmore » the GREET (Greenhouse Gases, Regulated Emissions, and Energy Use in Transportation) model developed at Argonne National Laboratory (see Wang 1999 and the GREET website at http://greet.es.anl.gov/main) for various power generation technologies. These GHG and CAP emissions are used to estimate the impact of electricity use by stationary and transportation applications on their fuel-cycle emissions. The electricity generation mixes and the fuel shares attributable to various combustion technologies at the national, regional and state levels are also updated in this document. The energy conversion efficiencies of electric generating units (EGUs) by fuel type and combustion technology are calculated on the basis of the lower heating values of each fuel, to be consistent with the basis used in GREET for transportation fuels. On the basis of the updated GHG and CAP emission factors and energy efficiencies of EGUs, the probability distribution functions (PDFs), which are functions that describe the relative likelihood for the emission factors and energy efficiencies as random variables to take on a given value by the integral of their own probability distributions, are updated using best-fit statistical curves to characterize the uncertainties associated with GHG and CAP emissions in life-cycle modeling with GREET.« less

SU-E-T-791: Validation of a Determinant Based Photon Transport Solver in Dose Perturbed By Diverse Media

DOE Office of Scientific and Technical Information (OSTI.GOV)

Kuo, H; Tome, W; Yaparpalvi, R

Purpose: To validate a determinant based photon transport solver in dose imparted within different transition zone between different medium. Methods: Thickness (.2cm,.5cm, 1cm, 3cm) from various materials (Air - density=0.0012g/cm3, Cork-0.19g/cm3, Lung-0.26g/cm3, Bone-1.85g/cm3, Aluminum (Al)-2.7g/cm3, Titanium (Ti)-4.42g/cm3, Iron (Fe)-8g/cm3) were sandwiched by 10cm solid water. 6MV were used to study the calculation difference between a superposition photon beam model (AAA) and the determinant based Boltzmann photon transport solver (XB) at the upstream (I) and downstream boarder (II) of the medium, within the medium (III), and at far distance downstream away from medium (IV). Calculation was validated with available thickness ofmore » Air, Cork, Lung, Al, Ti and Fe. Results are presented as the ratio of the dose at the point with medium perturbation to the same point dose without perturbation. Results: Zone I showed different backscatter enhancement from high-density materials within the 5mm of the upstream border. AAA showed no backscatter at all, XB showed good agreement beyond 1mm upstream (1.18 vs 1.14, 1.09 vs 1.10, and 1.04 vs 1.05 for Fe, Ti, and Fe, respectively). Zone II showed a re-buildup after exiting high-density medium and Air but no build up for density close to water in both of the measurement and XB. AAA yielded the opposite results in Zone II. XB and AAA showed in Zone III very different absorption in high density medium and the Air. XB and measurement had high concordance regarding photon attenuation in Zone IV. AAA showed less agreement especially when the medium was Air or Fe. Conclusion: XB compared well with measurement in regions 1mm away from the interface. Planning using XB should be beneficial for External Beam Planning in situations with large air cavity, very low lung density, compact bone, and any kind of metal implant.« less

National Combustion Code Used To Study the Hydrogen Injector Design for Gas Turbines

NASA Technical Reports Server (NTRS)

Iannetti, Anthony C.; Norris, Andrew T.; Shih, Tsan-Hsing

2005-01-01

Hydrogen, in the gas state, has been proposed to replace Jet-A (the fuel used for commercial jet engines) as a fuel for gas turbine combustion. For the combustion of hydrogen and oxygen only, water is the only product and the main greenhouse gas, carbon dioxide, is not produced. This is an obvious benefit of using hydrogen as a fuel. The situation is not as simple when air replaces oxygen in the combustion process. (Air is mainly a mixture of oxygen, nitrogen, and argon. Other components comprise a very small part of air and will not be mentioned.) At the high temperatures found in the combustion process, oxygen reacts with nitrogen, and this produces nitrogen oxide compounds, or NOx--the main component of atmospheric smog. The production of NOx depends mainly on two variables: the temperature at which combustion occurs, and the length of time that the products of combustion stay, or reside, in the combustor. Starting from a lean (excess air) air-to-fuel ratio, the goal of this research was to minimize hot zones caused by incomplete premixing and to keep the residence time short while producing a stable flame. The minimization of these two parameters will result in low- NOx hydrogen combustion.

Numerical investigation of the nonreacting and reacting flow fields in a transverse gaseous injection channel with different species

NASA Astrophysics Data System (ADS)

Yan, Li; Huang, Wei; Zhang, Tian-tian; Li, Hao; Yan, Xiao-ting

2014-12-01

The mixing and combustion process has an important impact on the engineering realization of the scramjet engine. The nonreacting and reacting flow fields in a transverse injection channel have been investigated numerically, and the predicted results have been compared with the available experimental data in the open literature, the wall pressure distributions, the separation length, as well as the penetration height. Further, the influences of the molecular weight of the fuel and the jet-to-crossflow pressure ratio on the wall pressure distribution have been studied. The obtained results show that the predicted results show reasonable agreement with the experimental data, and the variable trends of the penetration height and the separation distance are almost the same as those obtained in the experiment. The vapor pressure model is suitable to fit the relationship between the penetration height, the separation distance and the jet-to-crossflow pressure ratio. The combustion process mainly occurs upstream of the injection port, and it makes a great difference to the wall pressure distribution upstream of the injection port, especially when the jet-to-crossflow pressure ratio is large enough, namely 17.72 and 25.15 in the range considered in the current study. For hydrogen, the combustion downstream of the injection port occurs more intensively, and this may be induced by its smaller molecular weight.

Solid oxide fuel cell generator with removable modular fuel cell stack configurations

DOEpatents

Gillett, J.E.; Dederer, J.T.; Zafred, P.R.; Collie, J.C.

1998-04-21

A high temperature solid oxide fuel cell generator produces electrical power from oxidation of hydrocarbon fuel gases such as natural gas, or conditioned fuel gases, such as carbon monoxide or hydrogen, with oxidant gases, such as air or oxygen. This electrochemical reaction occurs in a plurality of electrically connected solid oxide fuel cells bundled and arrayed in a unitary modular fuel cell stack disposed in a compartment in the generator container. The use of a unitary modular fuel cell stack in a generator is similar in concept to that of a removable battery. The fuel cell stack is provided in a pre-assembled self-supporting configuration where the fuel cells are mounted to a common structural base having surrounding side walls defining a chamber. Associated generator equipment may also be mounted to the fuel cell stack configuration to be integral therewith, such as a fuel and oxidant supply and distribution systems, fuel reformation systems, fuel cell support systems, combustion, exhaust and spent fuel recirculation systems, and the like. The pre-assembled self-supporting fuel cell stack arrangement allows for easier assembly, installation, maintenance, better structural support and longer life of the fuel cells contained in the fuel cell stack. 8 figs.

Solid oxide fuel cell generator with removable modular fuel cell stack configurations

DOEpatents

Gillett, James E.; Dederer, Jeffrey T.; Zafred, Paolo R.; Collie, Jeffrey C.

1998-01-01

A high temperature solid oxide fuel cell generator produces electrical power from oxidation of hydrocarbon fuel gases such as natural gas, or conditioned fuel gases, such as carbon monoxide or hydrogen, with oxidant gases, such as air or oxygen. This electrochemical reaction occurs in a plurality of electrically connected solid oxide fuel cells bundled and arrayed in a unitary modular fuel cell stack disposed in a compartment in the generator container. The use of a unitary modular fuel cell stack in a generator is similar in concept to that of a removable battery. The fuel cell stack is provided in a pre-assembled self-supporting configuration where the fuel cells are mounted to a common structural base having surrounding side walls defining a chamber. Associated generator equipment may also be mounted to the fuel cell stack configuration to be integral therewith, such as a fuel and oxidant supply and distribution systems, fuel reformation systems, fuel cell support systems, combustion, exhaust and spent fuel recirculation systems, and the like. The pre-assembled self-supporting fuel cell stack arrangement allows for easier assembly, installation, maintenance, better structural support and longer life of the fuel cells contained in the fuel cell stack.

Mathematical modeling of a four-stroke resonant engine for micro and mesoscale applications

NASA Astrophysics Data System (ADS)

Preetham, B. S.; Anderson, M.; Richards, C.

2014-12-01

In order to mitigate frictional and leakage losses in small scale engines, a compliant engine design is proposed in which the piston in cylinder arrangement is replaced by a flexible cavity. A physics-based nonlinear lumped-parameter model is derived to predict the performance of a prototype engine. The model showed that the engine performance depends on input parameters, such as heat input, heat loss, and load on the engine. A sample simulation for a reference engine with octane fuel/air ratio of 0.043 resulted in an indicated thermal efficiency of 41.2%. For a fixed fuel/air ratio, higher output power is obtained for smaller loads and vice-versa. The heat loss from the engine and the work done on the engine during the intake stroke are found to decrease the indicated thermal efficiency. The ratio of friction work to indicated work in the prototype engine is about 8%, which is smaller in comparison to the traditional reciprocating engines.

1. A LONG VIEW, LOOKING SOUTHWEST FROM THE NORTH SIDE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. A LONG VIEW, LOOKING SOUTHWEST FROM THE NORTH SIDE OF LEATHERWOOD CREEK TOWARD THE EAST (UPSTREAM) SIDE OF THE BRIDGE. - Cement Plant Road Bridge, Spanning Leatherwood Creek on County Road 50 South, Bedford, Lawrence County, IN

Effects of Heat of Vaporization and Octane Sensitivity on Knock-Limited Spark Ignition Engine Performance

DOE Office of Scientific and Technical Information (OSTI.GOV)

Ratcliff, Matthew A; Burton, Jonathan L; Sindler, Petr

Knock-limited loads for a set of surrogate gasolines all having nominal 100 research octane number (RON), approximately 11 octane sensitivity (S), and a heat of vaporization (HOV) range of 390 to 595 kJ/kg at 25 degrees C were investigated. A single-cylinder spark-ignition engine derived from a General Motors Ecotec direct injection (DI) engine was used to perform load sweeps at a fixed intake air temperature (IAT) of 50 degrees C, as well as knock-limited load measurements across a range of IATs up to 90 degrees C. Both DI and pre-vaporized fuel (supplied by a fuel injector mounted far upstream ofmore » the intake valves and heated intake runner walls) experiments were performed to separate the chemical and thermal effects of the fuels' knock resistance. The DI load sweeps at 50 degrees C intake air temperature showed no effect of HOV on the knock-limited performance. The data suggest that HOV acts as a thermal contributor to S under the conditions studied. Measurement of knock-limited loads from the IAT sweeps for DI at late combustion phasing showed that a 40 vol% ethanol (E40) blend provided additional knock resistance at the highest temperatures, compared to a 20 vol% ethanol blend and hydrocarbon fuel with similar RON and S. Using the pre-vaporized fuel system, all the high S fuels produced nearly identical knock-limited loads at each temperature across the range of IATs studied. For these fuels RON ranged from 99.2 to 101.1 and S ranged from 9.4 to 12.2, with E40 having the lowest RON and highest S. The higher knock-limited loads for E40 at the highest IATs examined were consistent with the slightly higher S for this fuel, and the lower engine operating condition K values arising from use of this fuel. The study highlights how fuel HOV can affect the temperature at intake valve closing, and consequently the pressure-temperature history of the end gas leading to more negative values of K, thereby enhancing the effect of S on knock resistance.« less

10 CFR 431.242 - Test Procedures [Reserved

Code of Federal Regulations, 2011 CFR

2011-01-01

... upstream of the draft control device of an individual, automatically operated, fossil fuel-fired appliance... intended for installation in the venting system of an individual, automatically operated, fossil fuel-fired...

10 CFR 431.242 - Test Procedures [Reserved

Code of Federal Regulations, 2010 CFR

2010-01-01

... upstream of the draft control device of an individual, automatically operated, fossil fuel-fired appliance... intended for installation in the venting system of an individual, automatically operated, fossil fuel-fired...

40 CFR 1048.110 - How must my engines diagnose malfunctions?

Code of Federal Regulations, 2011 CFR

2011-07-01

... engine-diagnostic requirements apply for engines equipped with three-way catalysts and closed-loop... malfunction whenever the air-fuel ratio does not cross stoichiometry for one minute of intended closed-loop...

Visualization and Analysis of a Hydrocarbon Premixed Flame a in Small Scale Scramjet Combustor

NASA Astrophysics Data System (ADS)

Cantu, Luca Maria Luigi

Nitric oxide (NO) planar induced laser fluorescence (PLIF) measurements have been performed in a small scale scramjet combustor at the University of Virginia Aerospace Research Laboratory at nominal simulated Mach 5 flight enthalpy. A mixture of NO and N2 was injected at the upstream end of the inlet isolator as a surrogate for ethylene fuel, and the mixing of this fuel simulant was studied with and without a shock train. The shock train was produced by an air throttle, which simulated the blockage effects of combustion downstream of the cavity flame holder. NO PLIF signal was imaged in a plane orthogonal to the freestream at the leading edge of the cavity. Instantaneous planar images were recorded and analyzed to identify the most uniform cases, which were achieved by varying the location of the fuel injection and shock train. This method was used to screen different possible fueling configurations to provide optimized test conditions for follow-on combustion measurements using ethylene fuel. A theoretical study of the selected NO rotational transitions was performed to obtain a LIF signal that is linear with NO mole fraction and approximately independent of pressure and temperature. In the same facility, OH PLIF measurements were also performed; OH lines were carefully chosen to have fluorescent signal that is independent of pressure and temperature but linear with mole fraction. The OH PLIF signal was imaged in planes orthogonal to and parallel to the freestream flow at different equivalence ratios. Flameout limits were tested and identified. Instantaneous planar images were recorded and analyzed to compare the results with width increased dual-pump enhanced coherent anti-Stokes Raman spectroscopy (WIDECARS) measurements in the same facility and large eddy simulation/Reynolds average Navier-Stokes (LES/RANS) numerical simulations. The flame angle was found to be approximately 10 degrees for several different conditions, which is in agreement with numerical predictions and measurements using other techniques. Finally, a comparison between NO PLIF non-combustion cases and OH PLIF combustion cases is provided. The comparison reveals that the dominant effect of flame propagation is freestream turbulence rather than heat release and concentration gradients.

Aerodynamic effect of combustor inlet-air pressure on fuel jet atomization

NASA Technical Reports Server (NTRS)

Ingebo, R. D.

1984-01-01

Mean drop diameters were measured with a recently developed scanning radiometer in a study of the atomization of liquid jets injected cross stream in high velocity and high pressure airflows. At constant inlet air pressure, reciprocal mean drop diameter was correlated with airflow mass velocity. Over a combustor inlet-air pressure range of 1 to 21 atmospheres, the ratio of orifice to mean drop diameter, D(O)/D(M), was correlated with the product of Weber and Reynolds number, WeRe, and with the molecular scale momentum transfer ratio of gravitational to inertial forces. Previously announced in STAR as N84-22910

The atomization and burning of biofuels in the combustion chambers of gas turbine engines

NASA Astrophysics Data System (ADS)

Maiorova, A. I.; Vasil'ev, A. Yu; Sviridenkov, A. A.; Chelebyan, O. G.

2017-11-01

The present work analyzes the effect of physical properties of liquid fuels with high viscosity (including biofuels) on the spray and burning characteristics. The study showed that the spray characteristics behind devices well atomized fuel oil, may significantly deteriorate when using biofuels, until the collapse of the fuel bubble. To avoid this phenomenon it is necessary to carry out the calculation of the fuel film form when designing the nozzles. As a result of this calculation boundary curves in the coordinates of the Reynolds number on fuel - the Laplace number are built, characterizing the transition from sheet breakup to spraying. It is shown that these curves are described by a power function with the same exponent for nozzles of various designs. The swirl of air surrounding the nozzle in the same direction, as the swirl of fuel film, can significantly improve the performance of atomization of highly viscous fuel. Moreover the value of the tangential air velocity has the determining influence on the film shape. For carrying out of hot tests in aviation combustor some embodiments of liquid fuels were proved and the most preferred one was chosen. Fire tests of combustion chamber compartment at conventional fuel has shown comprehensible characteristics, in particular wide side-altars of the stable combustion. The blended biofuel application makes worse combustion stability in comparison with kerosene. A number of measures was recommended to modernize the conventional combustors when using biofuels in gas turbine engines.

Nonlinear observation of internal states of fuel cell cathode utilizing a high-order sliding-mode algorithm

NASA Astrophysics Data System (ADS)

Xu, Liangfei; Hu, Junming; Cheng, Siliang; Fang, Chuan; Li, Jianqiu; Ouyang, Minggao; Lehnert, Werner

2017-07-01

A scheme for designing a second-order sliding-mode (SOSM) observer that estimates critical internal states on the cathode side of a polymer electrolyte membrane (PEM) fuel cell system is presented. A nonlinear, isothermal dynamic model for the cathode side and a membrane electrolyte assembly are first described. A nonlinear observer topology based on an SOSM algorithm is then introduced, and equations for the SOSM observer deduced. Online calculation of the inverse matrix produces numerical errors, so a modified matrix is introduced to eliminate the negative effects of these on the observer. The simulation results indicate that the SOSM observer performs well for the gas partial pressures and air stoichiometry. The estimation results follow the simulated values in the model with relative errors within ± 2% at stable status. Large errors occur during the fast dynamic processes (<1 s). Moreover, the nonlinear observer shows good robustness against variations in the initial values of the internal states, but less robustness against variations in system parameters. The partial pressures are more sensitive than the air stoichiometry to system parameters. Finally, the order of effects of parameter uncertainties on the estimation results is outlined and analyzed.