Resonance tube ignition of hydrogen-oxygen mixtures
Resonance tube ignition system for hydrogen oxygen engines including ignition limits and pressure and temperature effects
Pavli, A. J.↗
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Review of alternative fuels data bases
Based on an analysis of the interaction of fuel physical and chemical properties with combustion characteristics and indicators, a ranking of the importance of various fuel properties with respect to the combustion process was established. This ranking was used to define a suite of specific experiments whose objective is the development of an alternative fuels design data base. Combustion characteristics and indicators examined include droplet and spray formation, droplet vaporization and burning, ignition and flame stabilization, flame temperature, laminar flame speed, combustion completion, soot emissions, NOx and SOx emissions, and the fuels' thermal and oxidative stability and fouling and corrosion characteristics. Key fuel property data is found to include composition, thermochemical data, chemical kinetic rate information, and certain physical properties.
Harsha, P. T.↗
Temperature and concentration measurements in combustion
A high speed two wavelength holographic interferometer is being used to simultaneously measure temperature and concentration distributions for ignition and flame spread. Lines from a cw CO2 laser were used and the holograms recorded on a movie at 500 frames per/sec, individual frames were digitized with a microdensitometer. The detection on the fringe center was a major problem.
Kashiwagi, Takashi↗
RSRM-11 (36OW011) ballistics mass properties (STS-35)
The propulsion performance and reconstructed mass properties data from Thiolol's RSRM-11 motors which were assigned to the STS-35 launch are contained. The Thiokol manufacturing designations for the motors were 360W011A/360W011B, which are referred to as RSRM-11A and RSRM-B, respectively. The launch of STS-35 occurred on 2 December 1990 at the Eastern Test Range (ETR). The data contained herein was input to the STS-35 Flight Evaluation Report. The SRM propellant, TP-H1148, is a composite type solid propellants, formulated of polybutediene acrylic acid, acryonitrile terpolymer binder, epoxy curing agent, ammonium perchlorate oxidizer, and aluminum powder fuel. A small amount of burning rate catalyst (iron oxide) was added to achieve the desired propellant burn rate. The propellant evaluation and raw material information for the RSRM-11 are included. The ballistic performance presented was based on the Operational Flight Instrumentation (OFI) 12.5 sample per second pressure data for the steady state and tail off portion of the pressure trace. Recent studies have shown that the transducers are affected by the measuring system at KSC and temperature gradients created by the igniter heaters. Therefore, an adjustment to the data from each transducer is made to make the initial reading match the atmospheric pressure at the time of launch.
Hutchinson, B. J.↗
Preliminary Tests on the Vaporization of Fuel Sprays
High-speed motion pictures were taken of fuel sprays injected into the combustion chamber of the N.A.C.A. combustion apparatus. Three fuels, ethyl alcohol, gasoline, and fuel oil, which differed considerably in volatility were tested. By maintaining the engine temperature below that required for ignition the spray could be studied from soon after the start of injection until 130 crank degrees later. The results show that the sprays vaporize appreciably so that it is possible for the ignition in high speed compression-ignition engines to take place from the vapor phase.
Rothrock, A M↗
Component Testing of the J-2X Augmented Spark Igniter (ASI)
In support of the development of the J-2X engine, 201 low pressure, liquid oxygen / liquid hydrogen (LOX/LH2) J-2X Augmented Spark Igniter (ASI) subsystem ignition tests were conducted at Marshall Space Flight Center (MSFC). The main objective of these tests was to start the ASI within the anticipated J-2X engine start box, as well as outside of it, to check for ignition margin. The setup for the J-2X ASI component testing simulated, as much as possible, the tank-head start-up configuration of the ASI within the J-2X Engine. The ignition tests were divided into 124 vacuum start tests to simulate altitude start on a flight engine, and 77 sea-level start tests to simulate the first set of ground tests for the J-2X Engine at Stennis Space Center (SSC). Other ignition parameters that were varied included propellant tank pressures, oxidizer temperature entering the ASI oxidizer feedline, oxidizer valve timing, spark igniter condition (new versus damaged), and oxidizer and fuel feedline orifice sizes. Propellant blowdowns using venturis sized to simulate the ASI resistance allowed calculation of transient propellant mass flow rates as well as global mixture ratio for all ignition tests. Global mixture ratio within the ASI at the time of ignition varied from 0.2 to 1.2. Detailed electronics data obtained from an instrumented ignition lead allowed characterization of the breakdown voltage, sustaining voltage and energy contained in each spark as the ASI propellants ignited. Results indicated that ignition always occurred within the first five sparks when both propellants were present in the ASI chamber.
Osborne, Robin J.↗
Radiation drive designed to extend the pressure ranges measured in Gbar equation of state experiments at the National Ignition Facility
We present the design and demonstration of a Shock-Strengthening hohlraum radiation temperature drive in the Gbar experimental platform at the National Ignition Facility intended to increase the pressure range measured in a single experiment. Previously published experiments by Döppner et al. measured the equation of state in polystyrene from 25 to 60 Mbar. Recent experimental data of the Shock-Strengthening drive initially demonstrated a much larger pressure range from 15 to 110 Mbar using the same peak radiation temperature and experimental platform. The Shock-Strengthening drive starts with a low temperature foot that launches a weak shock into the sample and is followed by a continuous increase in radiation temperature to strengthen the leading shock. The additional strengthening increases the pressure within the sample beyond what is achievable by convergence alone. Design features of the Shock-Strengthening drive and accompanying radiation hydrodynamics simulations are used to illustrate the method by which the pressure range is increased from previous experiments. This method of modifying the radiation temperature drive can be used on the Gbar platform to significantly increase the range for equation of state data collected in a single experiment for many materials.
Physics - Plasma physics↗
Control logic for a 30 cm diameter ion thruster
Tests with a 30 cm thruster having EMT critical components have defined start-up criteria. Of the three phases comprising the start-up mode, the preheat phase is intended to heat critical feed system components to desired temperatures. Of the seven supplies available during the preheat phase, only three were found to be useful for purposes of preheating the thruster. These were the cathode and neutralizer tip heater supplies and the isolator heater supply. If the needed temperatures are attained during preheat, the ignition phase requires only several seconds. The heat phase serves to establish the proper propellant flow rates prior to the transition to the run mode. Using these techniques, a thruster with initial temperatures in the range of -15 to +25 C can be reliably started and provide a 1.0 amp beam within 45 min. High voltage recycle time profiles indicate limitations on several time functions.
Bechtel, R. T.↗
Ignition Delay Measurements of Four Component Model Gasolines Exploring the Impacts of Biofuels and Aromatics
This study explores the impacts of combinations of biofuel (ethanol, isobutanol and 2-methyl furan) and aromatic (toluene) compounds in a four component fuel blend, at fixed research octane number (RON) on ignition delay measured in an advanced fuel ignition delay analyzer (AFIDA 2805). Ignition delay measurements were performed over a range of temperatures from 400 to 725 °C (673 to 998 K) and two chamber pressures of 10 and 20 bar. The four component mixtures are compared to primary reference fuels at RON values of 90 and 100. The ignition delay measurements show that as the aromatic and biofuel concentrations increased, two stage ignition behavior was suppressed, at both initial chamber pressures. But both RON 100 (isooctane) and RON 90 reference fuels showed two stage ignition behavior, as did fuel mixtures with low biofuel and aromatic content. RON 90 fuels showed stronger two stage ignition behavior than RON 100 fuels, as expected. Depending on the type of biofuel in the mixture, the ignition delay at low chamber temperatures could be far greater than for the reference fuels. In particular, for the RON 100 mixtures at either 10 or 20 bar initial chamber pressure, the ignition delay at 400 °C (673 K) for the high level blend of 2-methyl furan and toluene (30 vol% of each) exhibited an ignition delay that was 10 times longer than for neat isooctane. The results show the strong non-linear octane blending response of these three biofuel compounds, especially in concert with the kinetic antagonism that toluene is known to display in mixtures with isooctane. These results have implications for the formulation of biofuel mixtures for spark ignition and advanced compression ignition engines, where this non-linear octane blending response could be exploited to improve knock resistance, or modulate the autoignition process.
2-methyl furan↗
Adiabatic Compression of Oxygen: Real Fluid Temperatures
The adiabatic compression of oxygen has been identified as an ignition source for systems operating in enriched oxygen atmospheres. Current practice is to evaluate the temperature rise on compression by treating oxygen as an ideal gas with constant heat capacity. This paper establishes the appropriate thermodynamic analysis for the common occurrence of adiabatic compression of oxygen and in the process defines a satisfactory equation of state (EOS) for oxygen. It uses that EOS to model adiabatic compression as isentropic compression and calculates final temperatures for this system using current approaches for comparison.
Barragan, Michelle↗
Ignition delay times of NH 3 /DME blends at high pressure and low DME fraction: RCM experiments and simulations
Here, autoignition delay times of ammonia/dimethyl ether (NH 3 /DME) mixtures were measured in a rapid compression machine with DME fractions of 0, 2 and 5 and 100% in the fuel. The measurements were performed at equivalence ratios $\varphi$= 0.5, 1.0 and 2.0 and pressures in the range 10–70 bar; depending on the fuel composition, the temperatures after compression varied from 610 K to 1180 K. Admixture of DME is seen to have a dramatic effect on the ignition delay time, effectively shifting the curves of ignition delay vs. temperature to lower temperatures, up to ~250 K compared to pure ammonia. Two-stage ignition is observed at $\varphi$= 1.0 and 2.0 with 2% and 5% DME in the fuel, despite the pressure being higher than that at which pure DME shows two-stage ignition. At $\varphi$= 0.5, a reproducible pre-ignition pressure rise is observed for both DME fractions, which is not observed in the pure fuel components. A novel NH 3 /DME mechanism was developed, including modifications in the NH 3 subset and addition of the NH 2 + CH 3 OCH 3 reaction, with rate coefficients calculated from ab initio theory. Simulations faithfully reproduce the observed pre- ignition pressure rise. While the mechanism also exhibits two-stage ignition for NH 3 /DME mixtures, both qualitative and quantitative improvement is recommended. The overall ignition delay times for ammonia/DME mixtures are predicted well, generally being within 50% of the experimental values, although reduced performance is observed for pure ammonia at $\varphi$= 2.0. Simulating the ignition process, we observe that the DME is oxidized much more rapidly than ammonia. Analysis of the mechanism indicates that this ‘early DME oxidation’ generates reactive species that initiate the oxidation of ammonia, which in turn begins heat release that raises the temperature and accelerates the oxidation process towards ignition. The reaction path analysis shows that the low-temperature chain-branching reactions of DME are important in the early oxidation of the fuel, while the sensitivity analysis indicates that several reactions in the oxidation of DME, including cross reactions between DME and NH 3 species presented here, are critical to ignition, even at fractions of 2% DME in the fuel.
10 SYNTHETIC FUELS↗
Preheating and premixing effects on NO x emissions in a high-pressure axially staged combustor
NO x emissions remain a primary concern for modern and future gas turbines, particularly as we progress towards a net-zero carbon future. It is critical to identify novel strategies to mitigate environmental pollutants for both modern turbines operated on natural gas and future turbines projected to use carbon-free fuels (such as hydrogen). In the current study, NO x emissions of a reacting methane-air jet in a vitiated crossflow are experimentally investigated in a model axially staged combustor at 5 atm. The combustion products from the main stage combustor flow into the axial stage at temperatures ranging from 1580 to 1650 °C. The axial stage contains a reacting jet in crossflow, which provides an overall temperature rise ranging from 50 to 220 °C to generate exit temperatures similar to gas turbine engines. The focus of this paper is to explore the effects of flame liftoff and ignition timescales on the NO x contribution of this secondary jet. This is done by varying the premixed level and preheat temperature of the axial jet. The effects are explored at different momentum flux ratios (J), jet equivalence ratios (φ jet ), exit temperatures (T exit ), and main stage (headend) temperatures (T HE ). High-speed CH* chemiluminescence imaging is employed for each test case to determine the flame stabilization point. For a given temperature rise and combustor exit temperature, an increase in ignition delay was observed with a decrease in jet temperature. This provided a NO x benefit, particularly for jets that are injected at or close to an ignitable mixture fraction. Similarly, the coaxial injector caused a significant ignition delay compared to the fully premixed injector; this also led to a NO x benefit. Overall, the results show that a thermally driven delay in the axial stage provides a greater NO x reduction than a mixing delay.
03 NATURAL GAS↗
Theoretical and Experimental Investigations on Droplet Evaporation and Droplet Ignition at High Pressures
The evaporation of fuel droplets under high ambient pressure and temperature in normal gravity and microgravity has been investigated experimentally. For subcritical ambient conditions, droplet evaporation after a heat-up period follows the d(exp 2)-law. For all data the evaporation constant increases as the ambient temperature increases. At identical ambient conditions the evaporation constant under microgravity is smaller compared to normal gravity. This effect can first be observed at 1 bar and increases with ambient pressure. Preliminary experiments on ignition delay for self-igniting fuel droplets have been performed. Above a 1 s delay time, at identical ambient conditions, significant differences in the results of the normal and microgravity data are observed. Self-ignition occurs within different temperature ranges due to the influence of gravity. The time dependent behavior of the droplet is examined theoretically. In the calculations two different approaches for the gas phase are applied. In the first approach the conditions at the interface are given using a quasi steady theory approximation. The second approach uses a set of time dependent governing equations for the gas phase which are then evaluated. In comparison, the second model shows a better agreement with the drop tower experiments. In both cases a time dependent gasification rate is observed.
Ristau, R.↗
Ignition Delays and Fluid Properties of Several Fuels and Nitric Acid Oxidants in Temperature Range from 70 to -105 F
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Miller, Riley O↗
An experimental and modeling study on autoignition of 2-phenylethanol and its blends with n-heptane
2-Phenylethanol (2-PE) is an aromatic alcohol with high research octane number, high octane sensitivity, and a potential to be produced using biomass. Considering that 2-PE can be used as a fuel additive for boosting the anti-knocking quality of gasoline in spark-ignition engines and as the low reactivity fuel or fuel component in dual-fuel reactivity controlled compression ignition (RCCI) engines, it is of fundamental and practical interest to understand the autoignition chemistry of 2-PE, especially at low-to-intermediate temperatures (<1000 K). Based upon the experimental ignition delay time (IDT) results of neat 2-PE obtained from our previous rapid compression machine (RCM) investigation and the literature shock tube study, a detailed chemical kinetic model of 2-PE is developed herein, covering low-to-high temperature regimes. Besides, RCM experiments using binary fuel blends of 2-PE and n-heptane (nC7) are conducted in this work to investigate the nC7/2-PE blending effects, as they represent a dual-fuel system for RCCI operations. Furthermore, the newly developed 2-PE model is merged with a well-validated nC7 kinetic model to generate the current nC7/2-PE binary blend model. Overall, the consolidated model reasonably predicts the experimental IDT data of neat 2-PE and nC7/2-PE blends, as well as captures the experimental effects of pressure, equivalence ratio, and blending ratio on autoignition. Finally, model-based chemical kinetic analyses are carried out to understand and identify the controlling chemistry accounting for the observed blending effects in RCM experiments. In conclusion, the analyses reveal that nC7 enhances 2-PE autoignition via providing extra $\dot{O}$H radicals to the shared radical pool, while the diminished nC7 promoting effect on 2-PE autoignition with increasing temperature is due to the negative temperature coefficient characteristics of nC7.
2-phenlyethanol↗
Auto-ignition of hydrocarbons behind reflected shock waves.
The paper reports on the study of auto-ignition of hydrocarbon-oxygen mixtures behind reflected shock waves. Because of their bearing on the problem of knock in internal combustion engines, n-heptane and iso-octane were chosen as the combustible species. Their stoichiometric mixtures with oxygen had to be diluted with 70% argon to reduce the influence of the boundary layer. Photographic records demonstrated the existence of two different modes of ignition, as has been previously established for the hydrogen-oxygen system. The pressure-temperature limits between these regions of mild and strong ignition were determined. From the same experimental tests, induction time data were obtained over the pressure range of 1-4 atm and the temperature interval of 1200-1700 K.
Vermeer, D. J.↗
Effect of Engine Operating Conditions on the Vaporization of Safety Fuels
Tests were conducted with the N.A.C.A. combustion apparatus to determine the effect of compression ratio and engine temperature on the vaporization of a hydrogenated "safety fuel" during the compression stroke under conditions similar to those in a spark-ignition engine. The effects of fuel boiling temperature on vaporization using gasoline, safety fuel, and Diesel fuel oil was also investigated. The results show that increasing the compression ratio has little effect on the rate of fuel vaporization, but that increasing the air temperature by increasing the engine temperature increases the rate of fuel vaporization. The results also show that the vaporized fuel forms a homogeneous mixture with the air more rapidly that does the atomized fuel spray.
Rothrock, A M↗
Plasma assisted NH 3 /H 2 /air ignition in nanosecond discharges with non-equilibrium energy transfer
Ammonia (NH 3 ), with its high energy density and easiness to store and transport as a hydrogen carrier, has become a promising alternative green fuel. However, its adoption in power generation is hindered by challenges such as low burning velocity, slow low-temperature oxidation, high NO x emissions, and ignition difficulty. Here, this work computationally investigates the effects of non-equilibrium energy transfer by nanosecond discharges on NH 3 ignition and flame propagation in an NH 3 /H 2 /air flow at 700 K and 1 atm. The simulation results demonstrate that NH 3 /air mixtures require a large ignition energy due to their large critical ignition radius. It is shown that adding 30 % hydrogen significantly reduces the critical ignition radius and minimum ignition energy. Two-dimensional modeling further shows a non-monotonic dependence of ignition kernel volume on the applied voltage and reduced electric field. The optimum ignition enhancement occurs at 200 Td where the generation of electronically excited species and radicals including N 2 (B), O( 1 D) and OH becomes most efficient. Higher voltages divert electron energy toward ionization, which makes it less effective for NH 3 ignition. The study also identifies an optimal electrode gap size for a given pulse energy. Smaller gap sizes increase deposited energy density, raising temperature and radical concentrations. However, excessive reduction of the gap distance reduces flame propagation speed due to the flame stretch effect in rich mixtures with the effective Lewis number greater than unity. A nonlinear relationship between pulse repetition frequency and ignition kernel volume is observed in a nanosecond pulsed high frequency discharge (NPHFD). An optimal frequency range of 200 kHz to 2 MHz is found when two pulses are used. In addition, an optimal number of pulses exists for each pulse repetition frequency, with higher frequencies requiring more pulses to maximize the overlap region. These findings provide critical insights on developing controlled plasma discharge techniques for efficient NH 3 ignition in reactive flows within internal combustion engines and gas turbines.
70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗