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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS2013

Characterization of Swirl-Venturi Lean Direct Injection Designs for Aviation Gas-Turbine Combustion

Injector geometry, physical mixing, chemical processes, and engine cycle conditions together govern performance, operability and emission characteristics of aviation gas-turbine combustion systems. The present investigation explores swirl-venturi lean direct injection combustor fundamentals, characterizing the influence of key geometric injector parameters on reacting flow physics and emission production trends. In this computational study, a design space exploration was performed using a parameterized swirl-venturi lean direct injector model. From the parametric geometry, 20 three-element lean direct injection combustor sectors were produced and simulated using steady-state, Reynolds-averaged Navier-Stokes reacting computations. Species concentrations were solved directly using a reduced 18-step reaction mechanism for Jet-A. Turbulence closure was obtained using a nonlinear κ-ε model. Results demonstrate sensitivities of the geometric perturbations on axially averaged flow field responses. Output variables include axial velocity, turbulent kinetic energy, static temperature, fuel patternation and minor species mass fractions. Significant trends have been reduced to surrogate model approximations, intended to guide future injector design trade studies and advance aviation gas-turbine combustion research.

Combustion Chamber↗
NASA NTRS1973

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

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.

Marchionna, N. R.↗
NASA NTRS1973

Effect of water injection on nitric oxide emissions of a gas turbine combustor burning natural gas fuel

The effect of direct water injection on the exhaust gas emissions of a turbojet combustor burning natural gas fuel was investigated. The results are compared with the results from similar tests using ASTM Jet-A fuel. Increasing water injection decreased the emissions of oxides of nitrogen (NOX) and increased the emissions of carbon monoxide and unburned hydrocarbons. The greatest percentage decrease in NOX with increasing water injection was at the lowest inlet-air temperature tested. The effect of increasing inlet-air temperature was to decrease the effect of the water injection. The reduction in NOX due to water injection was almost identical to the results obtained with Jet-A fuel. However, the emission indices of unburned hydrocarbons, carbon monoxide, and percentage nitric oxide in NOX were not.

Marchionna, N. R.↗
NASA NTRS1983

The feasibility of water injection into the turbine coolant to permit gas turbine contingency power for helicopter application

It is pointed out that in certain emergency situations it may be desirable to obtain power from a helicopter engine at levels greater than the maximum rating. Yost (1976) has reported studies concerning methods of power augmentation in the one engine inoperative (OEI) case. It was found that a combination of water/alcohol injection into the inlet and overtemperature/overspeed could provide adequate emergency power. The present investigation is concerned with the results of a feasibility study which analytically investigated the maximum possible level of augmentation with constant gas generator turbine stress rupture life as a constraint. In the proposed scheme, the increased engine output is obtained by turbine overtemperature, however, the temperature of the compressor bleed air used for hot section cooling is lowered by injecting and evaporating water.

Van Fossen, G. J.↗
NASA NTRS1983

Feasibility of water injection into the turbine coolant to permit gas turbine contingency power for helicopter application

A system which would allow a substantially increased output from a turboshaft engine for brief periods in emergency situations with little or no loss of turbine stress rupture life is proposed and studied analytically. The increased engine output is obtained by overtemperaturing the turbine; however, the temperature of the compressor bleed air used for hot section cooling is lowered by injecting and evaporating water. This decrease in cooling air temperature can offset the effect of increased gas temperature and increased shaft speed and thus keep turbine blade stress rupture life constant. The analysis utilized the NASA-Navy-Engine-Program or NNEP computer code to model the turboshaft engine in both design and off-design modes. This report is concerned with the effect of the proposed method of power augmentation on the engine cycle and turbine components. A simple cycle turboshaft engine with a 16:1 pressure ratio and a 1533 K (2760 R) turbine inlet temperature operating at sea level static conditions was studied to determine the possible power increase and the effect on turbine stress rupture life that could be expected using the proposed emergency cooling scheme. The analysis showed a 54 percent increse in output power can be achieved with no loss in gas generator turbine stress rupture life. A 231 K (415 F) rise in turbine inlet temperature is required for this level of augmentation. The required water flow rate was found to be .0109 kg water per kg of engine air flow.

Vanfossen, G. J.↗
NASA NTRS2018

Fundamental Study of a 7-Element Fuel Injector Configuration for Gas Turbine Combustors, a Look at Cold Flow and Burning Measurements

As part of a parametric study in which we vary swirler angle and orientation and look at their effect on fluid mixing and combustion, we examine one configuration of a 7-point lean direct injector by looking at the non-combusting 2-D velocity field using PIV (Particle Image Velocimetry), and combusting system for chemical species using chemiluminescent imaging and flame spectroscopy. The circular 7-point array consists of axial swirlers, with the center 60 degree counterclockwise swirler surrounded by six 52 degree clockwise swirlers. The velocity results for this configuration show that the outer swirlers serve to isolate the center flow field near the injector exit. A recirculation zone forms downstream of the center swirler, but not behind the outer swirlers. The combusting results also show an isolated zone directly downstream of the center injector. The flame spectra show variation in speciation of combustion species such as OH* and CH*, and as a function of position within the combustor.

lean direct injection↗
NASA NTRS1980

Off-design analysis of a gas turbine powerplant augmented by steam injection using various fuels

Results are compared using coal derived low and intermediate heating valve fuel gases and a conventional distillate. The results indicate that steam injection provides substantial increases in both power and efficiency within the available compressor surge margin. The results also indicate that these performance gains are relatively insensitive as to the type of fuel. Also, in a cogeneration application, steam injection could provide some degree of flexibility by varying the split between power and process steam.

Stochl, R. J.↗
NASA NTRS1996

Evaluation of Water Injection Effect on NO(x) Formation for a Staged Gas Turbine Combustor

NO(x) emission control by water injection on a staged turbine combustor (STC) was modeled using the KIVA-2 code with modification. Water is injected into the rich-burn combustion zone of the combustor by a single nozzle. Parametric study for different water injection patterns was performed. Results show NO(x) emission will decrease after water being injected. Water nozzle location also has significant effect for NO formation and fuel ignition. The chemical kinetic model is also sensitive to the excess water. Through this study, a better understanding of the physics and chemical kinetics is obtained, this will enhance the STC design process.

Fan, L.↗
NASA NTRS1996

Evaluation of Water Injection Effect on NO(x) Formation for a Staged Gas Turbine Combustor

NO(x) emission control by water injection on a staged turbine combustor (STC) was modeled using the KIVA-2 code with modification. Water is injected into the rich-burn combustion zone of the combustor by a single nozzle. Parametric study for different water injection patterns was performed. Results show NO(x) emission will decrease after water being injected. Water nozzle location also has significant effect for NO formation and fuel ignition. The chemical kinetic model is also sensitive to the excess water. Through this study, a better understanding of the physics and chemical kinetics is obtained, this will enhance the STC design process.

Fan, L.↗
NASA NTRS1983

Comparative evaluation of gas-turbine engine combustion chamber starting and stalling characteristics for mechanical and air-injection

The effectiveness of propellant atomization with and without air injection in the combustion chamber nozzle of a gas turbine engine is studied. Test show that the startup and burning performance of these combustion chambers can be improved by using an injection during the mechanical propellant atomization process. It is shown that the operational range of combustion chambers can be extended to poorer propellant mixtures by combined air injection mechanical atomization of the propellant.

Dyatlov, I. N.↗
NASA NTRS1990

A comparison of forming technologies for ceramic gas-turbine engine components

For over ten years, injection molding and slip casting have been actively developed as forming techniques for ceramic gas turbine components. Co-development of these two processes has continued within the U.S. DOE-sponsored Advanced Turbine Technology Application Project (ATTAP). Progress within ATTAP with respect to these two techniques is summarized. A critique and comparison of the two processes are given. Critical aspects of both processes with respect to size, dimensional control, material properties, quality, cost, and potential for manufacturing scale-up are discussed.

Hengst, R. R.↗
NASA NTRS2002

A Low NO(x) Lean-Direct Injection, Multipoint Integrated Module Combuster Concept for Advanced Aircraft Gas Turbines

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.

Tacina, Robert↗
NASA NTRS1980

Supercritical fuel injection system

a fuel injection system for gas turbines is described including a pair of high pressure pumps. The pumps provide fuel and a carrier fluid such as air at pressures above the critical pressure of the fuel. A supercritical mixing chamber mixes the fuel and carrier fluid and the mixture is sprayed into a combustion chamber. The use of fuel and a carrier fluid at supercritical pressures promotes rapid mixing of the fuel in the combustion chamber so as to reduce the formation of pollutants and promote cleaner burning.

Marek, C. J.↗
NASA NTRS1995

Fluidic Control of Nozzle Flow: Some Performance Measurements

Results are presented of an experimental program that investigated the use of a secondary air stream to control the amount of flow through a convergent-divergent nozzle. These static tests utilized high pressure, ambient temperature air that was injected at the throat of the nozzle through an annular slot. Multiple injection slot sizes and injection angles were tested. The introduction of secondary flow was made in an opposing direction to the primary flow and the resulting flow field caused the primary stream to react as though the physical throat size had been reduced. The percentage reduction in primary flow rate was generally about twice the injected flow rate. The most effective throttling was achieved by injecting through the smallest slot in an orientation most nearly opposed to the approaching primary flow. Thrust edliciency, as measured by changes in nozzle thrust coefficient, was highest at high nozzle pressure ratios, NPR. The static test results agreed with predictions obtained prior from PABSD, a fully viscous computational fluid dynamics program. Since use of such an injection system on gas turbine engine exhaust nozzles would be primarily at high NPRs, it was concluded that fluidic control holds promise for reducing nozzle weight and complexity on future systems.

Federspiel, John↗
NASA NTRSDate not supplied

Comparison of High-Speed Images of Lean Blowout for Four National Jet Fuel Combustion Program Fuels

Using the NASA 7-point lean direct injection (LDI) aero gas turbine combustor concept, the effect of fuel composition on lean blowout (LBO) was compared for three National Jet Fuel Combustion Program (NJFCP) fuels and one single-component fuel. The fuels were A-2, an "average" Jet-A with a derived cetane number (DCN) of 49; C-1, which consists primarily of C12 and C16 isoparaffins (Gevo ATJ), with a DCN of 16; C-4, which consists primarily of C9-C16 and C13 isoparaffins (Sasol IPK blended with Gevo), with a DCN of 28; and n-dodecane, with a DCN of 73.5;. Lean blowout was reached by increasing the air flow. Previously-reported results showed the air flow rate at LBO increased with increasing DCN. This presentation examines high speed flame images taken as the flame blew out.

lean blow-out↗
NASA NTRS2021

Design Guidelines for Swirl-Venturi Fuel-Air Mixers for Lean Direct Injection Combustors

Design guidelines for aircraft gas turbine combustors are provided based on the swirl-venturi lean direction injection (SVLDI) scheme. The guidelines are developed through a combination of literature review and internal research at NASA GRC that sought to develop an understanding of how LDI geometry affects NOx emissions, minimum stable f/a, and combustion dynamics. Key objectives are to improve low power operability by reducing the fuel/air ratio achievable with the SV-LDI concept and to reduce NOx emissions for both the subsonic landing-takeoff cycle and supersonic cruise conditions. The design of any combustion system will be a set of compromises between flame stability and decreasing combustion emissions. This document is to serve as a guide for selecting the best options given the overall mission. This document is organized as follows. In section 1, we introduce and describe the SV-LDI concept as a way to reduce NOx emissions. Section 2 provides descriptions of the individual components that make up a single swirl-venturi LDI element — the venturi, swirler, and fuel injector and their primary purposes. Considerable focus is applied to how changes on the air side components affect the flow field. Section 3 examines variations within a single SV-LDI element swirler: blade thickness, presence of a diffuser section, position of fuel nozzle, et cetera. We include examples from the literature to emphasize key aspects of these changes. In Section 4 we consider the interaction of a single element with the combustion chamber and with neighboring elements. In Section 5, we look at fuel staging effects on emissions, combustion efficiency, and combustion dynamics. Throughout these sections, we will highlight any findings we consider universal, and in Section 6 we consolidate those findings to provide guidelines for use in SV-LDI designs.

gas turbine combustion↗
NASA NTRS2018

Fundamental Study of a 7-Element Fuel Injector Configuration for Gas Turbine Combustors - A Look at Cold Flow and Burning Measurements

Lean direct injection (LDI) is a combustion concept to reduce oxides of nitrogen (NOx) for next generation aircraft gas turbine engines. These newer engines have cycles that increase fuel efficiency through increased operating pressures, which increase combustor inlet temperatures. NOx formation rates increase with higher temperatures, and the LDI strategy is to avoid high temperature by staying fuel lean and away from stoichiometric burning. Thus, LDI relies on rapid and uniform fuel/air mixing. Additionally, in combustors for smaller core engines, the area and volume bring about mixing and time scale challenges not found in larger engines. As part of our parametric study in which we vary swirler angle and orientation and look at their effect on fluid mixing and combustion, we examine one configuration of a 7-point lean direct injector by looking at the non-combusting 2-D velocity field using PIV, and combusting system for chemical species using chemiluminescent imaging and flame spectroscopy. The circular 7-point array consists of axial swirlers, with the center 60° swirler surrounded by six 52° swirlers. The velocity results for this configuration show that the outer swirlers serve to isolate the center flow field near the injector exit. A recirculation zone forms downstream of the center swirler, but not behind the outer swirlers. The combusting results also show an isolated zone directly downstream of the center injector. The flame spectra show variation in speciation of combustion species such as OH*, C3*, CH*, and C2* as a function of position within the combustor.

lean direct injection↗