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At least 253 records · Page 14

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NASA NTRS2001

Flame Tube NOx Emissions Using a Lean-Direct-Wall-Injection Combustor Concept

A low-NOx emissions combustor concept has been demonstrated in flame tube tests. A lean-direct injection concept was used where the fuel is injected directly into the flame zone and the overall fuel-air mixture is lean. In this concept the air is swirled upstream of a venturi section and the fuel is injected radially inward into the air stream from the throat section using a plain-orifice injector. Configurations have two-, four-, or six-wall fuel injectors and in some cases fuel is also injected from an axially located simplex pressure atomizer. Various orifice sizes of the plain-orifice injector were evaluated for the effect on NOx. Test conditions were inlet temperatures up to 8 1 OK, inlet pressures up to 2760 kPa, and flame temperatures up to 2100 K. A correlation is developed relating the NOx emissions to inlet temperature, inlet pressure, fuel-air ratio and pressure drop. Assuming that 15 percent of the combustion air would be used for liner cooling and using an advanced engine cycle, for the best configuration, the NOx emissions using the correlation is estimated to be <75 percent of the 1996 ICAO standard.

Tacina, Robert R.↗

NASA NTRS2002

Preliminary Investigation of Stagnation Point Liquid Injection Influence on Blunt Body Aerodynamics

A preliminary investigation has been performed to determine the influence of stagnation point water injection on the hypersonic aerodynamic forces and moments for two-dimensional blunt bodies. This investigation was performed in the Langley 20-Inch Mach 6 Air Tunnel, and represents the qualitative first phase of a study to examine the potential benefits of water injection to reduce aerodynamic drag and aero-heating. Tests with a 4-inch diameter hemisphere cylinder and a 4-inch diameter cylinder with a span 1.5 times the diameter were performed over a range of free-stream unit Reynolds number from two million to six million per ft and of angle of attack (-5 deg to 5 deg) with water and gaseous nitrogen injection at the geometric stagnation point. The momentum flux ratio, that is, the ratio of the momentum flux of the jet to that of the free-stream flow, was varied from the non-blowing value of zero up to 0.00031 by maintaining the jet momentum fixed and varying the free-stream momentum, hence Reynolds number. The effect of water injection on the aerodynamic drag coefficient for the hemisphere cylinder was observed to be negligible as the momentum flux ratio was increased to 0.00017, but decreased significantly as this ratio increased above 0.00017; a nearly 50 percent reduction in drag occurred for a factor of two increase in momentum flux ratio.

Woods, William C.↗

NASA NTRS1947

Acceleration Characteristics of R-3350 Engine Equipped with NACA Injection Impeller

Qualitative investigations have shown that use of the NACA injection impeller with the R-3350 engine increases the inertia of the fuel-injection system and, when the standard fuel-metering system is used, this increase in inertia results in poor engine acceleration characteristics. This investigation was therefore undertaken to determine whether satisfactory acceleration characteristics of the engine equipped with the injection impeller could be obtained by simple modifications to the fuel-monitoring system. The engine was operated with two types of carburetor; namely, a hydraulic-metering carburetor incorporating a vacuum-operated accelerating pump and a direct-metering carburetor having a throttle-actuated accelerating pump. The vacuum-operated accelerating pump of the hydraulic-metering carburetor was modified to produce satisfactory accelerations by supplementing the standard air chamber with an additional 75-cubic spring. The throttle-actuated accelerating pump of the direct-metering carburetor was modified to produce satisfactory accelerations by replacing the standard 0.028-inch-diameter bleed in the load-compensator balance line with a smaller bleed of 0.0225-inch diameter. The results of this investigation indicated that both carburetors can be easily modified to produce satisfactory acceleration characteristics of the engine and no definite choice between the types of carburetor and accelerating pump can be made. Use of the direct-metering carburetor, however, probably resulted in better fuel distribution to the cylinders during the acceleration period and reduced the backfire hazard because all the fuel is introduced through the injection impeller.

Hickel, Robert O.↗

NASA NTRS2005

Water Injection Feasibility for Boeing 747 Aircraft

Can water injection be offered at a reasonable cost to large airplane operators to reduce takeoff NO( sub x) emissions? This study suggests it may be possible. This report is a contract deliverable to NASA Glenn Research Center from the prime contractor, The Boeing Commercial Airplane Company of Seattle, WA. This study was supported by a separate contract to the Pratt & Whitney Engine Company of Hartford, CT (contract number NNC04QB58P). Aviation continues to grow and with it, environmental pressures are increasing for airports that service commercial airplanes. The feasibility and performance of an emissions-reducing technology, water injection, was studied for a large commercial airplane (e.g., Boeing 747 with PW4062 engine). The primary use of the water-injection system would be to lower NOx emissions while an important secondary benefit might be to improve engine turbine life. A tradeoff exists between engine fuel efficiency and NOx emissions. As engines improve fuel efficiency, by increasing the overall pressure ratio of the engine s compressor, the resulting increased gas temperature usually results in higher NOx emissions. Low-NO(sub x) combustors have been developed for new airplanes to control the increases in NO(sub x) emissions associated with higher efficiency, higher pressure ratio engines. However, achieving a significant reduction of NO(sub x) emissions at airports has been challenging. Using water injection during takeoff has the potential to cut engine NO(sub x) emissions some 80 percent. This may eliminate operating limitations for airplanes flying into airports with emission constraints. This study suggests an important finding of being able to offer large commercial airplane owners an emission-reduction technology that may also save on operating costs.

Daggett, David L.↗

NASA NTRS2009

Design and Testing of Trace Contaminant Injection and Monitoring Systems

In support of the Carbon dioxide And Moisture Removal Amine Swing-bed (CAMRAS) testing, a contaminant injection system as well as a contaminant monitoring system has been developed by the Johnson Space Center Air Revitalization Systems (JSC-ARS) team. The contaminant injection system has been designed to provide trace level concentrations of contaminants generated by humans in a closed environment during space flight missions. The contaminant injection system continuously injects contaminants from three gas cylinders, two liquid reservoirs and three permeation ovens. The contaminant monitoring system has been designed to provide real time gas analysis with accurate flow, humidity and gas concentration measurements for collection during test. The contaminant monitoring system consists of an analytical real time gas analyzer, a carbon monoxide sensor, and an analyzer for ammonia and water vapor.

Broerman, Craig D.↗

NASA NTRS2009

Effectiveness of Shield Termination Techniques Tested with TEM Cell and Bulk Current Injection

This paper presents experimental results of the effectiveness of various shield termination techniques. Each termination technique is evaluated by two independent noise injection methods; transverse electromagnetic (TEM) cell operated from 3 MHz 400 MHz, and bulk current injection (BCI) operated from 50 kHz 400 MHz. Both single carrier and broadband injection tests were investigated. Recommendations as to how to achieve the best shield transfer impedance (i.e. reduced coupled noise) are made based on the empirical data. Finally, the noise injection techniques themselves are indirectly evaluated by comparing the results obtained from the TEM Cell to those from BCI.

Bradley, Arthur T.↗

NASA NTRS2009

Effects of Lightning Injection on Power-MOSFETs

Lightning induced damage is one of the major concerns in aircraft health monitoring. Such short-duration high voltages can cause significant damage to electronic devices. This paper presents a study on the effects of lightning injection on power metal-oxide semiconductor field effect transistors (MOSFETs). This approach consisted of pin-injecting lightning waveforms into the gate, drain and/or source of MOSFET devices while they were in the OFF-state. Analysis of the characteristic curves of the devices showed that for certain injection modes the devices can accumulate considerable damage rendering them inoperable. Early results demonstrate that a power MOSFET, even in its off-state, can incur considerable damage due to lightning pin injection, leading to significant deviation in its behavior and performance, and to possibly early device failures.

Celaya, Jose↗

NASA NTRS2011

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

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.

Hendricks, Robert C.↗

NASA NTRS2011

Two Azimuthally Separated Regions of Cusp Ion Injection Observed via Energetic Neutral Atoms

The low-energy neutral atom (LENA) imager on the IMAGE spacecraft can detect energetic neutral atoms produced by ion injection into the cusp through a charge exchange with the Earth's hydrogen exosphere. We examined the occurrence of the LENA cusp signal during positive IMF B(sub z) in terms of the arrival direction and the IMF clock angle theta(sub CA). Results of statistical analyses show that the occurrence frequency is high on the postnoon side when theta(sub CA) is between approximately 20 degrees and approximately 50 degrees. This is ascribed to ion injection caused by cusp reconnection typical of positive IMF B(sub z). Our results also show that there is another situation of high occurrence frequency, which can be identified with theta(sub CA) of approximately 30 degrees to approximately 80 degrees. When theta(sub CA) is relatively large (60 degrees - 80 degrees), occurrence frequencies are high at relatively low latitudes over a wide extent spanning both prenoon and postnoon sectors. This feature suggests that the ion injection is caused by reconnection at the dayside magnetopause. Its postnoon side boundary shifts toward the prenoon as theta(sub CA) decreases. When theta(sub CA) is less than approximately 50 degrees, the high occurrence frequency exists well inside the prenoon sector, which is azimuthally separated from the postnoon region ascribed to cusp reconnection. The prenoon region, which is thought due to ion injection caused by dayside reconnection, may explain the recent report that proton aurora brightening occurs in the unanticipated prenoon sector of the northern high-latitude ionosphere for IMF B(sub y) greater than 0 and B(sub z) greater than 0.

Abe, M.↗

NASA NTRS2012

Study of Forebody Injection and Mixing with Application to Hypervelocity Airbreathing Propulsion

The use of premixed, shock-induced combustion in the context of a hypervelocity, airbreathing vehicle requires effective injection and mixing of hydrogen fuel and air on the vehicle forebody. Three dimensional computational simulations of fuel injection and mixing from flush-wall and modified ramp and strut injectors are reported in this study. A well-established code, VULCAN, is used to conduct nonreacting, viscous, turbulent simulations on a flat plate at conditions relevant to a Mach 12 flight vehicle forebody. In comparing results of various fuel injection strategies, it is found that strut injection provides the greatest balance of performance between mixing efficiency and stream thrust potential.

Axdahl, Erik↗

NASA NTRSDate not supplied

Investigation of Liquid Fuel Injection Processes in a Rotating Detonation Combustor using Megahertz Planar Laser-Induced Fluorescence Imaging

Direct imaging of liquid fuel injection is performed within an optically accessible rotating detonation combustor (RDC) using planar laser-induced fluorescence (PLIF) to spatio-temporally resolve the highly dynamic spray characteristics at rates up to 1 MHz. The RDC is operated on air and hydrogen to sustain a stable, cyclically propagating detonation wave with cycle periods of up to ∼250 μs. One of the hydrogen fuel injection sites is replaced with a liquid jet to introduce a diesel spray as a fuel surrogate to enable tracer-free fluorescence excitation using the 355 nm third-harmonic output of a burst-mode Nd:YAG laser. The time-resolved PLIF measurements reveal the evolution of the highly unsteady spray, including the dwell period after the arrival of the detonation wave, the jet recovery, breakup and entrainment into the supersonic crossflow of air, propagation into the detonation chamber, and interaction with the detonation wave. Following passage of the detonation wave, the spray characteristics reveal significant changes in the momentum flux ratio between the liquid and air streams, altering the jet trajectory and temporarily halting fuel delivery to the detonation channel. This temporary cessation of fuel spray injection into the combustor is quantified, along with the fill rate as a function of time. As the injection system recovers, the fuel spray eventually returns to a quasi-steady position prior to the arrival of the detonation wave, allowing qualitative comparisons with theoretical jet trajectories for a range of air mass-flux conditions. These data, enabled by ultra-high-speed PLIF imaging, represent some of the first detailed measurements for characterizing and quantifying the interactions of liquid jets and detonations in an operating RDC.

Propulsion↗

NASA NTRSDate not supplied

Effect of Injection Dynamics on Wave Propagation in a Linear Detonation Combustor

Injector response to self-excited and sustained detonation wave propagation in an optically-accessible nonpremixed natural gas-oxygen linear detonation combustor is investigated. 100 kHz measurements of planar laser induced fluorescence (PLIF) of trace quantities of acetone injected into the fuel supply and simultaneous OH∗ chemiluminescence measurements were used to correlate the effect on injection dynamics on detonation wave structure and propagation. Measurements over a range of equivalence ratios (0.61-1.48) revealed wave propagation through regions of high fuel stratification in the axial and transverse direction of reactant injection. Consequently, the propagation of the detonation wave along the channel is through a flow-field with significant variation in fuel mass fraction, reactivity, and sound speeds. At lean conditions, wave propagation frequency is generally lower (∼6 kHz) resulting in longer time between wave passages for mixing and pre-heat resulting in steeper detonation wave-fronts anchored near the injector exit plane. Conversely, at rich equivalence ratios the wave frequency is higher (∼10 kHz) resulting in shorter intra-cycle period for reactant fill and mixing resulting waves lifted from the injection plane that are more compact. Higher chemiluminescence intensity in the post-wave region with deflagrative combustion is observed in these cases. Phase averaged representation of the acetone-PLIF measurements indicate that the fraction of time between wave passages available for reactant fill, mixing and pre-heat is consistent across all equivalence ratios.

Propulsion↗

NASA NTRSDate not supplied

Effect of Injection Dynamics on Detonation Wave Propagation in a Linear Detonation Combustor

Propulsion↗

NASA NTRS2022

Dynamical Perturbation of the Stratosphere by a Pyrocumulonimbus Injection of Carbonaceous Aerosols

The Pacific Northwest pyrocumulonimbus Event (PNE) took place in British Columbia during the evening and night-time hours between the 12th and 13th of August 2017. Several pyroconvective clouds erupted in this occasion, and released in the upper troposphere/lower stratosphere unprecedented amounts of carbonaceous aerosols (300 ktn). Only a few years later, an even larger pyroCb injection took place over Australia. This event, named the Australian New Year (ANY) event, injected up to 1100 ktn of aerosol between December 29th 2019 and January 4th 2020. Such large injections of carbonaceous aerosol modify the stratospheric radiative budgets, locally perturbing stratospheric temperatures and winds. In this study, we use the Goddard Earth Observing System Chemistry Climate Model (GEOS CCM) to study the pertubations on the stratospheric meteorology induced by an aerosol injection of the magnitude of the PNE. Our simulations include the radiative interactions of aerosols, so that their impact on temperatures and winds are explicitly simulated. We show how the presence of the carbonaceous aerosols from the pyroCb causes the formation and maintenance of a synoptic scale stratospheric anticyclone. We follow this disturbance considering the potential vorticity anomaly and the brown carbon aerosol loading and we describe its dynamical and thermodynamical structure and its evolution in time. The analysis presented here shows that the simulated anticyclone undergoes daily expansion-compression cycles governed by the radiative heating, which are directly related to the vertical motion of the plume, and that the aerosol radiative heating is essential in maintaining the anticyclone itself.

Pyrocumulonimbus↗

DOE OSTI2024

THERMAL STRUCTURAL AND SHOCK EVENT EVALUATIONS OF THE FUELING PELLET INJECTION SYSTEM FOR ITER

The US is among seven partner nations in a collaborative effort to design, build, and demonstrate fusion’s ability to be a large-scale carbon free energy source. Each country has its own Domestic Agencies (DA) that contribute directly to the ITER project. US ITER, which is a DOE Office of Science project managed by Oak Ridge National Laboratory, is developing world class engineering solutions to the design, construction, and assembly of the burning plasma experiment that can demonstrate the scientific and technological feasibility of fusion. US ITER’s scope includes completing the preliminary and final design, qualifying materials and processes for manufacture and testing, executing manufacturing, and delivering the Fueling Pellet Injection System (FPIS) to the ITER site for assembly. The US-ITER FPIS system is designed to inject cryogenically frozen pellets of deuterium-tritium (D-T) into the plasma. The FPIS has two main functions: 1. Provide a steady supply of deuterium and tritium fuel, 2. Mitigating the impact of edge localized modes on the plasma facing components. The FPIS will have the capability to reside in three port cells within a tritium second barrier containment cask. Each pellet cask contains three flight tubes linking with penetrations on the torus cryopump housing and vacuum vessel (VV): two for the magnetic high field side (HFS) pellet injection and one for the magnetic low field side (LFS) pellet injection. This paper presents results of the thermal-structural analyses of the FPIS flight tube structural components when subjected to various loads such as electromagnetic (EM) loads, nuclear heating, seismic, and operational, and dynamic shock events. The resulting temperatures and stresses under combined conditions have been found to satisfy the design criteria to ensure safe and reliable operation of the FPIS flight tubes within the vacuum vessel.

Martinez, Oscar↗

DOE OSTI2026

Use of Digital Real-Time Simulation and Optimization to Identify Maximum Real Power Injection on the Banshee Distribution Network: Preprint

This study investigates the hosting capacity of the Banshee Distribution Network by optimizing the real power injection at carefully selected Distributed Energy Resource (DER) locations. The analysis is conducted within the framework of power system operational constraints, including bus voltage ranges, thermal line ratings, and transformer loading limits. A Python-based Genetic Algorithm (GA), implemented using the PyGAD library, is employed to iteratively identify the optimal power injection configuration that maximizes network utilization while preserving system reliability. The methodology integrates a real-time simulation environment using the Real-Time Digital Simulator (RTDS), allowing high-fidelity evaluation of power flow and voltage behavior under each proposed injection scenario. By coupling the optimization algorithm with real-time simulation feedback, this approach ensures that both static and dynamic constraints are enforced during the evaluation process. The GA leverages evolutionary operators such as selection, crossover, and mutation to navigate the nonlinear search space efficiently. The results of the study delineate the feasible hosting capacity at three targeted buses, reflecting maximum real power levels that can be injected without causing voltage violations, transformer overloading, or line congestion. These findings provide a decision- support tool for distribution planners and utilities aiming to integrate higher penetrations of DERs in existing infrastructure. Additionally, the work lays the foundation for extending such optimization techniques to multi-objective formulations, including economic dispatch and reactive power coordination, in future studies.

24 POWER TRANSMISSION AND DISTRIBUTION↗

DOE OSTI2026

Radiation asymmetry during shattered pellet and massive gas injection in DIII-D

Infrared thermography of the first wall in DIII-D is used to show the toroidal peaking of plasma radiation during mitigated disruptions with shattered pellet injection (SPI) and with massive gas injection (MGI). During MGI, the radiation peak location is shown to be due to the n = 1 magnetohydrodynamic (MHD) activity and continuously variable in toroidal phase based on externally applied error fields, consistent with previous experimental results. Furthermore, the measured toroidal peaking factor (TPF) is in agreement with the previous estimates based on radiometry, with a total TPF of 1.07 ± 0.05 when integrated over the entire duration of the disruption, and a value of 1.3 ± 0.1 during the thermal quench (TQ). For SPI, the location of the radiation peak is found to be determined predominantly by the particle source location, and thus can be varied on DIII-D by injecting from either of two toroidally separated injectors. 3D non-linear MHD simulations with the NIMROD code support this picture. The localized SPI particle source leads to higher peaking than for MGI, with a total TPF of 1.3 ± 0.1 over the full disruption and a TQ TPF of 1.9 +0.5/−0.3, a value also consistent with the NIMROD simulations. This TQ value is close to or potentially exceeding the allowable limit for the previously planned Be first wall in ITER, pointing to the importance of radiation asymmetries depending on the choice of first wall material.

Physics - Plasma physics↗

DOE OSTI2025

Multi-stage heat pump with two-phase injection for cold climate applications implementing natural refrigerants

Heat pump adoption in cold climates is limited by various technical challenges, including heat capacity degradation, compressor deterioration, and frost accumulation on the outdoor heat exchanger. Furthermore, wide-spread adoption of heat pumps with high global warming potential presents a possible environmental concern. Thus, we present a heat pump concept termed the “saturation cycle,” which uses numerous compression stages to improve energy efficiency and injects two-phase refrigerant between compression stages to dramatically reduce compressor discharge temperatures. Given the growing interest in heat pumps, there is a need for a straightforward framework for parametric evaluation of natural refrigerants in high-efficiency heat pump cycle architectures, like the saturation cycle, in adverse climates. This work develops a thermodynamic modeling framework and focuses on the application of natural refrigerants to explore the performance trends at extremely cold climates down to −25 °C. This study shows that a two-stage saturation cycle and four-stage saturation cycle can reduce the compressor discharge superheating by up to 51–57 % or 73–80 %, respectively, depending on the refrigerant. Furthermore, at −25 °C, a two-stage R-290 saturation cycle heat pump theoretically can use 25 % less power than a single-stage heat pump or can provide up to 59 % more heating capacity when using the same compressor power as the baseline single-stage heat pump. The exergetic parametric analyses show that two-phase refrigerant injection fundamentally improves the thermodynamic performance of the heat pump, reducing overall exergy destruction by 10 % compared to a vapor-injection heat pump, compared at −25 °C. Thus, the saturation cycle is a promising heat pump cycle architecture for cold climate applications due to its superior energy savings (or capacity improvement) and substantial de-superheating capabilities.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗