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At least 127 records · Page 7

Flame Characterization of a Hydrogen Micromix Burner using Experimental and Numerical Methods - Extended Abstract

Micromix combustion presents a promising solution for integrating hydrogen into gas turbine combustors, offering rapid and compact air-fuel mixing that effectively shortens the combustion zone and significantly reduces nitrogen oxides (NOX) emissions. A major challenge in hydrogen combustion systems is flashback, which is mitigated through short mixing lengths and high flow velocities. This study investigates three fuel injector designs – zero swirl, low swirl, and high swirl – for a 6-mm inner diameter nozzle, where hydrogen is injected through six 0.3 mm diameter holes in a jet-in-crossflow configuration relative to the airstream. Numerical simulations indicate stable flame formation, moderate peak flame temperatures, and subsequent low NOx potential for all designs. These injectors have been fabricated using additive manufacturing, and upcoming experiments will explore flame structure and NOx behavior across varying fuel injection angles, equivalence ratios and pre-mixer velocities. These efforts aim to advance the development of low-emission hydrogen micromix combustion.

hydrogen↗

Active Combustion Control for Aircraft Gas Turbine Engines

Lean-burning combustors are susceptible to combustion instabilities. Additionally, due to non-uniformities in the fuel-air mixing and in the combustion process, there typically exist hot areas in the combustor exit plane. These hot areas limit the operating temperature at the turbine inlet and thus constrain performance and efficiency. Finally, it is necessary to optimize the fuel-air ratio and flame temperature throughout the combustor to minimize the production of pollutants. In recent years, there has been considerable activity addressing Active Combustion Control. NASA Glenn Research Center's Active Combustion Control Technology effort aims to demonstrate active control in a realistic environment relevant to aircraft engines. Analysis and experiments are tied to aircraft gas turbine combustors. Considerable progress has been shown in demonstrating technologies for Combustion Instability Control, Pattern Factor Control, and Emissions Minimizing Control. Future plans are to advance the maturity of active combustion control technology to eventual demonstration in an engine environment.

DeLaat, John C.↗

Transport phenomena of reactive fluid flow in heterogeneous combustion processes.

A previously developed computer program was used to model two transient hybrid combustion processes involving tubes of solid Plexiglas. In the first study, representing combustion of a hybrid rocket, the oxidizing gas was oxygen, and calculations were continued sufficiently long to obtain steady-state values. Systematic variations were made in reaction rate constant, mass flow rate, and pressure, alternatively using constant and temperature dependent regression rate models for the fuel surface. Consistent results were obtained, as is evidenced by the values for the mass function of the reaction product and the flame temperature, for which plots are supplied. In the second study, fire initiation in a duct was studied, with an air mixture as the oxidizing gas. It was demonstrated that a satisfactory flame spread mechanism could be reproduced on the computer. In both of the above applications, the general, transient, two-dimensional conservation equations were represented, together with chemical reactions, solid-fuel interface conditions, and heat conduction in the solid fuel.

Hung, W. S. Y.↗

Two-color pyrometry based flame to fuel surface radiative heat flux diagnostic using flamelets

In this study, a non-intrusive two-color pyrometry based radiative heat flux diagnostic is presented that accounts for the self-absorption effects. This diagnostic relies on looking up the flame temperature and soot volume fraction using the ratio of color intensities obtained from digital cameras and numerical solutions of 1D steady-state diffusion flames. Virtual two color pyrometry of computed flame show a unique one-to-one mapping of strained flames with intensity ratio; thereby allowing flames to be indexed and creation of a two-color flamelet manifold (TCFM). The TCFM is a function of two variables; the ratio of red to green intensities (flame index) and physical distance to the stoichiometric surface defined using a level-set function. The developed diagnostic is used in upward flame spread experiments where an approximate flame hull reconstruction method is applied to provide the 3D level-set function and intensity ratio for use of TCFM to provide radiative absorption properties for 3D ray tracing. Accounting for self- absorption effects provide improved soot volume fraction estimates. In conclusion, the radiative heat flux estimates are found to be in very good agreement with literature and improved results are obtained near the flame base.

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Effects of Structure and Hydrodynamics on the Sooting Behavior of Spherical Microgravity Diffusion Flames

We have examined the sooting behavior of spherical microgravity diffusion flames burning ethylene at atmospheric pressure in the NASA Glenn 2.2-second drop tower. In a novel application of microgravity, spherical flames allowed convection across the flame to be either from fuel to oxidizer or from oxidizer to fuel. Thus, microgravity flames are uniquely capable of allowing independent variation of convection direction across the flame and stoichiometric mixture fraction, Z(sub st). This allowed us to determine the dominant mechanism responsible for the phenomenon of permanently-blue diffusion flames -- flames that remain blue as strain rate approaches zero. Stoichiometric mixture fraction was varied by changing inert concentrations such that adiabatic flame temperature did not change. At low and high Z(sub st) nitrogen was supplied with the oxidizer and the fuel, respectively. For the present flames, structure (Z(sub st)) was found to have a profound effect on soot production. Soot-free conditions were observed at high Z(sub st) (Z(sub st) = 0.78) and sooting conditions were observed at low Z(sub st) (Z(sub st) = 0.064) regardless of the direction of convection. Convection direction was found to have a lesser impact on soot inception, with formation being suppressed when convection at the flame sheet was directed towards the oxidizer.

Sunderland, P. B.↗

Advanced Optical Diagnostic Methods for Describing Fuel Injection and Combustion Flowfield Phenomena

Over the past decade advanced optical diagnostic techniques have evolved and matured to a point where they are now widely applied in the interrogation of high pressure combusting flows. At NASA Glenn Research Center (GRC), imaging techniques have been used successfully in on-going work to develop the next generation of commercial aircraft gas turbine combustors. This work has centered on providing a means by which researchers and designers can obtain direct visual observation and measurements of the fuel injection/mixing/combustion processes and combustor flowfield in two- and three-dimensional views at actual operational conditions. Obtaining a thorough understanding of the chemical and physical processes at the extreme operating conditions of the next generation of combustors is critical to reducing emissions and increasing fuel efficiency. To accomplish this and other tasks, the diagnostic team at GRC has designed and constructed optically accessible, high pressurer high temperature flame tubes and sectar rigs capable of optically probing the 20-60 atm flowfields of these aero-combustors. Among the techniques employed at GRC are planar laser-induced fluorescence (PLIF) for imaging molecular species as well as liquid and gaseous fuel; planar light scattering (PLS) for imaging fuel sprays and droplets; and spontaneous Raman scattering for species and temperature measurement. Using these techniques, optical measurements never before possible have been made in the actual environments of liquid fueled gas turbines. 2-D mapping of such parameters as species (e.g. OH-, NO and kerosene-based jet fuel) distribution, injector spray angle, and fuel/air distribution are just some of the measurements that are now routinely made. Optical imaging has also provided prompt feedback to researchers regarding the effects of changes in the fuel injector configuration on both combustor performance and flowfield character. Several injector design modifications and improvements have resulted from this feedback. Alternate diagnostic methods are constantly being evaluated as to their suitability as a diagnostic tool in these environments. A new method currently under examination is background oriented Schlieren (BOS) for examining the fuel/air mixing processes. While ratioing the Stokes and anti-Stokes nitrogen lines obtained from spontaneous Raman is being refined for temperature measurement. While the primary focus of the GRC diagnostic work remains optical species measurement and flow stream characterization, an increased emphasis has been placed on our involvement in flame code validation efforts. A functional combustor code should shorten and streamline future combustor design. Quantitative measurements of flow parameters such as temperature, species concentration, drop size and velocity using such methods as Raman and phase Doppler anemometry will provide data necessary in this effort.

Locke, Randy J.↗

Laser Absorption Measurements of Equivalence Ratios Studied Along With Their Coupling to Pressure Fluctuations in Lean Premixed Prevaporized (LPP) Combustion

Concerns about damaging the Earth's ozone layer as a result of high levels of nitrogen oxides (known collectively as NOx) from high-altitude, high-speed aircraft have prompted the study of lean premixed prevaporized (LPP) combustion in aircraft engines. LPP combustion reduces NOx emissions principally by reducing the peak flame temperatures inside an engine. Recent advances in LPP technologies have realized exceptional reductions in pollutant emissions (single-digit ppm NOx for example). However, LPP combustion also presents major challenges: combustion instability and dynamic coupling effects between fluctuations in heat-release rate, dynamic pressure, and fuel pressure. These challenges are formidable and can literally shake an engine apart if uncontrolled. To better understand this phenomenon so that it can be controlled, we obtained real-time laser absorption measurements of the fuel vapor concentration (and equivalence ratio) simultaneously with the dynamic pressure, flame luminosity, and time-averaged gaseous emissions measurements in a research-type jet-A-fueled LPP combustor. The measurements were obtained in NASA Glenn Research Center's CE-5B optically accessible flame tube facility. The CE-5B facility provides inlet air temperatures and pressures similar to the actual operating conditions of real aircraft engines. The laser absorption measurements were performed using an infrared 3.39 micron HeNe laser in conjunction with a visible HeNe laser for liquid droplet scattering compensation.

Nguyen, Quang-Viet↗

Jet impingement heat transfer enhancement for the GPU-3 Stirling engine

A computer model of the combustion-gas-side heat transfer was developed to predict the effects of a jet impingement system and the possible range of improvements available. Using low temperature (315 C (600 F)) pretest data in an updated model, a high temperature silicon carbide jet impingement heat transfer system was designed and fabricated. The system model predicted that at the theoretical maximum limit, jet impingement enhanced heat transfer can: (1) reduce the flame temperature by 275 C (500 F); (2) reduce the exhaust temperature by 110 C (200 F); and (3) increase the overall heat into the working fluid by 10%, all for an increase in required pumping power of less than 0.5% of the engine power output. Initial tests on the GPU-3 Stirling engine at NASA-Lewis demonstrated that the jet impingement system increased the engine output power and efficiency by 5% - 8% with no measurable increase in pumping power. The overall heat transfer coefficient was increased by 65% for the maximum power point of the tests.

Johnson, D. C.↗

Pollutant formation in fuel lean recirculating flows

An opposed reacting jet combustor (ORJ) was tested at a pressure of 1 atmosphere. A premixed propane/air stream was stabilized by a counterflowing jet of the same reactants. The resulting intensely mixed zone of partially reacted combustion products produced stable combustion at equivalence ratios as low as 0.45. Measurements are presented for main stream velocities of 7.74 and 13.6 m/sec with an opposed jet velocity of 96 m/sec, inlet air temperatures from 300 to 600 K, and equivalence ratios from 0.45 to 0.625. Fuel lean premixed combustion was an effective method of achieving low NOx emissions and high combustion efficiencies simultaneously. Under conditions promoting lower flame temperature, NO2 constituted up to 100 percent of the total NOx. At higher temperatures this percentage decreased to a minimum of 50 percent.

Schefer, R. W.↗

A Warm Garage for a Lunar Rover

Approach: One approach to heating a rover during the lunar night is the so-called thermal wadis concept [1]. This involves heating the regolith with solar concentrators and placing the rover on the heated surface for the night. Since the regolith is heated by a relatively weak heat flux, a high thermal conductivity is required for heating a sufficiently large mass of regolith. However, lunar regolith has a low thermal conductivity. Therefore, the concept involves increasing the conductivity by sintering the regolith, which requires a significant energy input and complex procedures. Here we propose an alternative approach where the low thermal conductivity of regolith is an advantage. Specifically, we propose to use a highly exothermic combustible mixture for heat generation. The mixture pellets are placed in the surface layer of regolith and ignited. The combustion forms condensed products and releases heat, which then slowly spreads to the surrounding regolith. Heat can also be transferred, for example, by heat pipes, into radiant heating surfaces installed on the ground. A greenhouse that transmits sunlight during the day and decreases the radiative heat losses during the night can also be installed. Selection of the Heat-generating Mixture: The reactive mixture should have a high specific energy and generate only condensed products since gases could disturb the regolith layer, carry enthalpy out of the system, and lead to an explosion. There are mixtures, (sometimes called pyrolants) that possess very high specific energies. One example is magnesium-Teflon-Viton mixtures used in flares. However, they produce gases and may cause explosions. Other mixtures that include magnesium cannot be used either because of the high vapor pressure of Mg at temperatures well below the combustion temperature. Recently, mixtures that involve lithium peroxide (Li2O2) have been proposedfor using in space power systems [2]. However, they produce lithium oxide (Li2O), which boils at 2800 K at 1 atm and hence at a lower temperature in vacuum. Fortunately, there exist many mixtures that release a lot of heat and form only condensed products during the combustion. Many such mixtures have been used for self-propagating high-temperature synthesis (SHS) of various materials [3, 4]. For the application discussed here, t itanium/boron (1:2 mole ratio) mixture appears to be particularly promising. The specific energy is 4.0 MJ/kg (1.1 kWh/kg), the adiabatic flame temperature is about 3200 K, and the reaction forms solid titanium diboride (TiB2, melting point: 3500 K). The mixture can be ignited easily with a heated tungsten wire, and it has been used widely as a booster to ignite the main mixture in the SHS process.Estimates: Assuming that specific heat of regolith is 500 J/(kg∙K) [5] and all generated heat is transferred to regolith, 12.5 kg of the Ti/B mixture would increase the temperature of 1000 kg of regolith by 100 K. To evaluate the rate of heat transfer in the regolith, a spherical model was analyzed where the heat released by a 12.5 kg Ti/B core propagates by thermal conduction through a 1000 kg regolith shell with no heat loss from its outer surface. At a bulk density of 1500 kg/m3 [5], the radius of the shell was 54 cm, while the radius of the core was about 11 cm. The calculations were conducted using Thermal Desktop SINDA/FLUINT (Cullimore and Ring Technologies) software at two constant values of bulk thermal conductivityk of the regolith: 0.001 and 0.01 W/(m∙K). The results show that after 14.5 days the core lost 31% of the released heat at the lower k and 77% at the higher k. At a distance of 20 cm from the core surface, the temperature of the regolith increased by only 1 K at the lower k and by 132 K at the higher k. In reality, the regolith near the heat source will be melted, so its thermal conductivity will increase significantly. Nevertheless, the conducted estimates indicate that combustion-based heat generators, placed directly in the regolith, could provide heat during a rather long period such as the lunar night.Conclusion: Heat generators based on gasless combustion of highly energetic reactive mixtures could be installed directly in the surface layer of lunar regolith. Because of the low thermal conductivity of the regolith, such generators would keep thermal energy for days and gradually supply heat to a rover/lander.Acknowledgment: The material presented in this work is based upon the work supported by National Aeronautics and Space Administration (NASA) under Grant #80NSSC20K0293.References: [1] Balasubramaniam R. et al. (2011) J. Thermophys. Heat Trans., 25,130−139. [2] Blair R.G. and Vasu S.S. (2022) Conf. Advanced Power Systems for Deep Space Exploration. [3] Varma A. et al. (1998) Adv. Chem. Eng., 24,79−226. [4] Levashov E.A. et al. (2017) Int. Mater. Rev., 62,203−239. [5] Wood-Robinson R. et al. (2019) J. Geophys. Res. Planets, 124, 1989−2011.

lunar↗

Flametube Evaluation of a Lean-Lean Combustor Concept Developed for Supersonic Cruise Aircraft

Gaseous emissions were measured in single-cup flametube tests of an advanced low-NOx combustor concept at simulated supersonic cruise conditions. The combustor concept is a low technology readiness level (TRL), lean front-end design developed under the NASA Fundamental Aeronautics/Supersonics project to minimize NOx emissions at supersonic cruise. The flametube conditions matched or approached combustor conditions at supersonic cruise, with combustor inlet temperatures up to 920 K, inlet pressures up to 19 bar, and combusted gas temperatures up to 2,120 K. Whether these conditions met or just approached supersonic cruise conditions depended on the type of engine the combustor would be installed in. Two types of engines were considered here: a “derivative” engine based on a current technology and an “advanced” engine with a higher operating pressure ratio and higher temperature limits. For the “derivative” engine, the combustor is expected to be at least close to meeting the NASA NOx emissions goal of 10 g-NOx/kg-fuel at supersonic cruise. However, with the higher combustor inlet and flame temperatures of the advanced engine, NOx emissions are expected to be well above the goal.

combustion↗

Post-detonation fireball thermometry via femtosecond-picosecond coherent anti-Stokes Raman Scattering (CARS)

Accurate knowledge of post-detonation fireball temperatures is important for understanding device performance and for validation of numerical models. Such measurements are difficult to make even under controlled laboratory conditions. Here, temperature measurements were performed in the fireball of a commercial detonator (RP-80, Teledyne RISI). The explosion and fragments were contained in a plastic enclosure with glass windows for optical access. A hybrid femtosecond-picosecond (fs-ps) rotational coherent anti-Stokes Raman scattering (CARS) instrument was used to perform gas-phase thermometry along a one-dimensional measurement volume in a single laser shot. The 13-mm-thick windows on the explosive-containment housing introduced significant nonlinear chirp on the fs lasers pulses, which reduced the Raman excitation bandwidth and did not allow for efficient excitation of high-J Raman transitions populated at flame temperatures. To overcome this, distinct pump and Stokes pulses were used in conjunction with spectral focusing, achieved by varying the relative timing between the pump and Stokes pulses to preferentially excite Raman transitions relevant to flame thermometry. Light scattering from particulate matter and solid fragments was a significant challenge and was mitigated using a new polarization scheme to isolate the CARS signal. Fireball temperatures were measured 35–40 mm above the detonator, 12–25 mm radially outward from the detonator centerline, and at 18 and 28 µs after initiation. At these locations and times, significant mixing between the detonation products and ambient air had occurred thus increasing the nitrogen-based CARS thermometry signal. Initial measurements show a distribution of fireball temperatures in the range 300–2000 K with higher temperatures occurring 28 µs after detonation.

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Flametube Evaluation of a Lean-Lean Combustor Concept Developed for Supersonic Cruise Aircraft

Gaseous emissions were measured in single-cup flametube tests of an advanced low-NO x combustor concept at simulated supersonic cruise conditions. The combustor concept is a low technology readiness level (TRL), lean front-end design developed under the NASA Fundamental Aeronautics/Supersonics project to minimize NO x emissions at supersonic cruise. The flametube conditions matched or approached combustor conditions at supersonic cruise, with combustor inlet temperatures up to 920 K, inlet pressures up to 19 bar, and combusted gas temperatures up to 2,120 K. Whether these conditions met or just approached supersonic cruise conditions depended on the type of engine the combustor would be installed in. Two types of engines were considered here: a "derivative" engine based on a current technology and an "advanced" engine with a higher operating pressure ratio and higher temperature limits. For the "derivative" engine, the combustor is expected to be at least close to meeting the NASA NO x emissions goal of 10 g-NO x /kg-fuel at supersonic cruise. However, with the higher combustor inlet and flame temperatures of the advanced engine, NO x emissions are expected to be well above the goal.

supersonic cruise↗

N2/O2/H2 Dual-Pump Cars: Validation Experiments

The dual-pump coherent anti-Stokes Raman spectroscopy (CARS) method is used to measure temperature and the relative species densities of N2, O2 and H2 in two experiments. Average values and root-mean-square (RMS) deviations are determined. Mean temperature measurements in a furnace containing air between 300 and 1800 K agreed with thermocouple measurements within 26 K on average, while mean mole fractions agree to within 1.6 % of the expected value. The temperature measurement standard deviation averaged 64 K while the standard deviation of the species mole fractions averaged 7.8% for O2 and 3.8% for N2, based on 200 single-shot measurements. Preliminary measurements have also been performed in a flat-flame burner for fuel-lean and fuel-rich flames. Temperature standard deviations of 77 K were measured, and the ratios of H2 to N2 and O2 to N2 respectively had standard deviations from the mean value of 12.3% and 10% of the measured ratio.

OByrne, S.↗

Combustion of Metals in Reduced-Gravity and Extra Terrestrial Environments

The combustion of metals is a field with important practical applications in rocket propellants, high-temperature flames, and material synthesis. Also, the safe operation of metal containers in high-pressure oxygen systems and with cryogenic fuels and oxidizers remains an important concern in industry. The increasing use of metallic components in spacecraft and space structures has also raised concerns about their flammability properties and fire suppression mechanisms. In addition, recent efforts to embark on unmanned and manned planetary exploration, such as on Mars, have also renewed the interest in metal/carbon-dioxide combustion as an effective in situ resource utilization technology. In spite of these practical applications, the understanding of the combustion properties of metals remains far behind that of the most commonly used fuels such as hydrocarbons. The lack of understanding is due to the many problems unique to metal- oxidizer reactions such as: low-temperature surface oxidation prior to ignition, heterogeneous reactions, very high combustion temperatures, product condensation, high emissivity of products, and multi-phase interactions. Very few analytical models (all neglecting the influence of gravity) have been developed to predict the burning characteristics and the flame structure details. Several experimental studies attempting to validate these models have used small metal particles to recreate gravity-free conditions. The high emissivity of the flames, rapid reaction, and intermittent explosions experienced by these particles have made the gathering of any useful information on burning rates and flame structure very difficult. The use of a reduced gravity environment is needed to clarify some of the complex interactions among the phenomena described above. First, the elimination of the intrusive buoyant flows that plague all combustion phenomena is of paramount importance in metal reactions due to the much higher temperatures reached during combustion. Second, a low-gravity environment is absolutely essential to remove the destructive effect of gravity on the shape of a molten metal droplet in order to study a spherically symmetric condition with large bulk samples. The larger size of the spherical metal droplet and the longer burning times available in reduced gravity extend the spatial and temporal dimensions to permit careful probing of the flame structure and dynamics. Third, the influence of the radiative heat transfer from the solid oxides can be studied more carefully by generating a stagnant spherical shell of condensed products undisturbed by buoyancy.

Branch, M.C.↗

Environmentally Safer, Less Toxic Fire-Extinguishing Agents

Fire-extinguishing agents comprising microscopic drops of water microencapsulated in flame-retardant polymers have been proposed as effective, less toxic, non-ozone-depleting, non-globalwarming alternatives to prior fire-extinguishing agents. Among the prior fire-extinguishing agents are halons (various halocarbon fluids), which are toxic and contribute both to depletion of upperatmospheric ozone and to global warming. Other prior fire-extinguishing agents are less toxic and less environmentally harmful but, in comparison with halons, are significantly less effective in extinguishing fires. The proposal to formulate new waterbased agents is based on recent success in the use of water mist as a fire-suppression agent. Water suppresses a flame by reducing the flame temperature and the concentration of oxygen available for the combustion process. The temperature is reduced because the water droplets in the mist absorb latent heat of vaporization as they evaporate. The concentration of oxygen is reduced because the newly generated water vapor displaces air. Unfortunately, water mists are difficult to produce in confined spaces and can evaporate before they reach the bases of flames. The proposal addresses both of these issues: The proposed fire-extinguishing agents would be manufactured in microencapsulated form in advance, eliminating the problem of generating mists in confined spaces. Because of the microencapsulation, the droplets would not evaporate until exposed directly to the heat of flames. In addition, the proposal calls for the introduction of free radicals that would inhibit the propagation of the chemical reactions of the combustion reactions. Manufacturing of a fire-extinguishing agent according to the proposal would begin with the formulation of a suitable polymer (e.g., a polybromostyrene) that would contribute free radicals to the combustion process. The polymer would be dissolved in a suitable hydrocarbon liquid (e.g., toluene). Water would be dispersed in the polymer/toluene solution, then another hydrocarbon liquid (e.g., hexane) that is not a solvent for the polymer would be added to the mixture to make the dissolved polymer precipitate onto the water droplets. The resulting polymer-coated droplets would be removed from the coating mixture by filtration, dried, and stored for use.

Parrish, Clyde F.↗

Effect of fuel vapor concentrations on combustor emissions and performance

Effects of fuel vaporization on the exhaust emission levels of oxides of nitrogen, carbon monoxide, total hydrocarbons, and smoke number were obtained in an experimental turbojet combustor segment. Two different fuel injectors were used in which liquid ASTM A-1 jet fuel and vapor propane fuel were independently controlled to simulate varying degrees of vaporization. Tests were conducted over a range of inlet-air temperatures from 478 to 700 K, pressures from 4 to 20 atm, and combustor reference velocities from 15.3 to 27.4 m/sec. Converting from liquid to complete vapor fuel resulted in oxides of nitrogen reductions of as much as 22 percent and smoke number reductions up to 51 percent. Supplement data are also presented on flame emissivity, flame temperature, and primary-zone liner wall temperatures.

Norgren, C. T.↗

Effects of dilution and pressure on combustion characteristics within externally heated micro-tubes

Here this study investigates the impact of pressure and dilution on combustion behavior of of C 2H6/air/N2 mixtures within an externally heated micro-tube using both experimental and analytical techniques. Experiments are conducted for pressures up to 10 bar at multiple dilution levels and document three flame regimes, i.e. weak flames, FREI and normal flames. Characteristic temperatures for flame stabilization, as well as and ignition and extinction are obtained by applying a novel thin filament pyrometry method (TFP), which uses a thin silicon carbide (SiC) filament that enables temperature measurements for both reacting and non-reacting cases. Results show a decrease of characteristic temperatures with increasing pressure, which can be which can be partially compensated by a decrease of O2 content. Further, regime transitions occur at lower velocity as the pressure increases, whereas weak flame positions are insensitive to dilution at a given pressure. Predictions from the analytical model compare favorably with experimental results. The most prominent finding is that as dilution increases, the transition from weak flame to FREI becomes less abrupt and is completely lost for high dilution levels (i.e. low O2 content). Both experimental and analytical results indicate that the unstable FREI combustion regime does not exist at high dilution levels, i.e. weak flame and normal flame regimes are no longer clearly separated. As FREI are interpreted as a cyclic transition from an ignition zone to a propagating flame, results for highly diluted conditions are interpreted as a combustion regime where classical flame propagation ceases to exist.

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