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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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All sourcesNASA NTRSDOE OSTI
NASA NTRS2016

Hot-Fire Test Results of an Oxygen/RP-2 Multi-Element Oxidizer-Rich Staged-Combustion Integrated Test Article

As part of the Combustion Stability Tool Development project funded by the Air Force Space and Missile Systems Center, the NASA Marshall Space Flight Center was contracted to assemble and hot-fire test a multi-element integrated test article demonstrating combustion characteristics of an oxygen/hydrocarbon propellant oxidizer-rich staged-combustion engine thrust chamber. Such a test article simulates flow through the main injectors of oxygen/kerosene oxidizer-rich staged combustion engines such as the Russian RD-180 or NK-33 engines, or future U.S.-built engine systems such as the Aerojet-Rocketdyne AR-1 engine or the Hydrocarbon Boost program demonstration engine. For the thrust chamber assembly of the test article, several configurations of new main injectors, using relatively conventional gas-centered swirl coaxial injector elements, were designed and fabricated. The design and fabrication of these main injectors are described in a companion paper at this JANNAF meeting. New ablative combustion chambers were fabricated based on hardware previously used at NASA for testing at similar size and pressure. An existing oxygen/RP-1 oxidizer-rich subscale preburner injector from a previous NASA-funded program, along with existing and new inter-connecting hot gas duct hardware, were used to supply the oxidizer-rich combustion products to the oxidizer circuit of the main injector of the thrust chamber. Results from independent hot-fire tests of the preburner injector in a combustion chamber with a sonic throat are described in companion papers at this JANNAF conference. The resulting integrated test article - which includes the preburner, inter-connecting hot gas duct, main injector, and ablative combustion chamber - was assembled at Test Stand 116 at the East Test Area of the NASA Marshall Space Flight Center. The test article was well instrumented with static and dynamic pressure, temperature, and acceleration sensors to allow the collected data to be used for combustion analysis model development. Hot-fire testing was conducted with main combustion chamber pressures ranging from 1400 to 2100 psia, and main combustion chamber mixture ratios ranging from 2.4 to 2.9. Different levels of fuel film cooling injected from the injector face were examined ranging from none to about 12% of the total fuel flow. This paper presents the hot-fire test results of the integrated test article. Combustion performance, stability, thermal, and compatibility characteristics of both the preburner and the thrust chamber are described. Another companion paper at this JANNAF meeting includes additional and more detailed test data regarding the combustion dynamics and stability characteristics.

Hulka, J. R.↗
DOE OSTI2020

Combustion system with panel fuel injector

The present disclosure is directed to an annular combustion system. The annular combustion system includes an inner liner and an outer liner that define therebetween an annulus that circumscribes a centerline of the combustion system. The annulus includes a plurality of primary combustion zones defined at an upstream end thereof and further defines a plurality of secondary combustion zones downstream of the primary combustion zones. The annular combustion system further includes a plurality of fuel nozzles where at least one fuel nozzle discharges a combustible mixture into a respective primary combustion zone of the plurality of primary combustion zones. A plurality of panel fuel injectors is disposed between adjacent fuel nozzles. The plurality of panel fuel injectors extends in an axially downstream direction so as to separate adjacent primary combustion zones. Each panel fuel injector discharges a combustible mixture into at least one secondary combustion zone.

42 ENGINEERING↗
DOE OSTI2021

Nitrogen evolution, NO X formation and reduction in pressurized oxy coal combustion

Oxy-combustion is one of the most prominent solutions for reducing CO 2 emissions from coal-fired power plants using carbon-capture-and-utilization technology. However, when compared to air combustion at atmospheric pressure, oxy-combustion is very expensive, owing to the significant efficiency penalties associated with air separation, flue gas recirculation (FGR), treatment, compression, and storage or transit of CO 2 . In comparison, pressurized oxy-combustion (POC) is more efficient as it recovers a significant amount of heat energy from the flue gas moistures. Nevertheless, CO 2 derived from pressurized oxy coal combustion has impurities, e.g., acid gases (NO X and SO X ) that can corrode the plant equipment, transport lines as well as deteriorating effect on the environment. Fortunately, in pressurized combustion systems, both NO X and SO X can be scrubbed by a single-column direct contact cooler (DCC), but this requires a minimum ratio of NO X to SO X at the inlet to be efficiently removed. Therefore, NOx is one of the important hindering parameters in commercializing the pressurized oxy-combustion. Although NOx evolution during oxy-coal combustion has been explored extensively at 1 atm, higher pressure studies are rare. Much still needs to be done to better understand the NO X mechanism and the effects of different parameters on NO X emissions under these conditions. Here, this paper reviews the published literature on nitrogen evolution, NO X formation and reduction in pressurized oxy-coal combustion. At higher pressures, the NO X from fuel-bound nitrogen is generated through volatiles, tar and char, all of which are discussed. Where literature is not available, the effect of pressure on NOx evolution in different stages of coal combustion is predicted through CHEMKIN simulation. Homogeneous and heterogeneous pathways of NO X formation and their destruction in pressurized oxy-coal combustion are evaluated. Additionally, the effect of pressure on a few mature and commercialized NOx abatement methods is explored. In the last, the future perspective and recommendation are given. This review will aid in the provision of basic knowledge about NOx evolution and control in pressurized fuel combustion, as well as the identification of new research areas to pursue.

01 COAL, LIGNITE, AND PEAT↗
NASA NTRS1982

Symposium (International) on Combustion, 19th, Technion Israel Institute of Technology, Haifa, Israel, August 8-13, 1982, Proceedings

Topics discussed are related to elementary reactions, reaction mechanisms and modeling, laminar flames, flame chemistry, turbulent reacting shear flows, turbulent premixed flames, turbulent combustion measurements, continuous combustors, detonation, detonation and explosion, heterogeneous detonation, propellant combustion, fire-ignition and thermal degradation, fire-flame spread and burning, fire-modeling, spray combustion, and droplet combustion. Coal combustion kinetics and mechanisms are considered along with coal combustion mechanisms and pyrolysis, coal combustion techniques, NOx in coal combustion, gaseous pollutants, soot and PAH, soot and inorganic pollutants, I.C. engine combustion, and ignition and extinction. Attention is given to intricate paths and simple steps in chemical kinetics and combustion, the formation of polycyclic aromatic hydrocarbons by combustion, turbulent flame structure and speed in spark ignition engines, and unresolved problems in SOx, NOx, and soot control in combustion.

Source record↗
NASA NTRS1948

Altitude-Wind-Tunnel investigation of Westinghouse 19B-2, 19B-8, and 19XB-1 jet-propulsion engines V : combustion chamber performance

Pressure losses through the combustion chamber and the combustion efficiency of the 19B-2 and 19B-8 jet-propulsion engines and the combustion efficiency of the 19XB-1 jet-propulsion engine are presented.Data were obtained from an investigation of the complete engine in the NACA Cleveland altitude wind tunnel over a range of simulated altitudes from 5000 to 30,000 feet and tunnel Mach numbers from less than 0.100 to 0.455. The combustion-chamber pressure loss due to friction was higher for the 19B-2 combustion chamber than for the 19B-8. The 19B-2 combustion chamber had a screen of 40-percent open area interposed between the compressor outlet and the combustion-chamber inlet. The screen for the 19B-8 combustion chamber had a 60-percent open area, which except for a small difference in tail-pipe-nozzle outlet area represents the only point of difference between the standard 19B-2 and 19B-8 combustion chambers. The pressure loss due to heat addition to the flowing gases in the combustion chamber was approximately the same for the 19B-2 and 19B-8 configurations. Altitude and tunnel Mach number had no significant effect on the over-all total-pressure loss through the combustion chamber. A decrease in tail-pipe-nozzle outlet area (tail cone out) resulted in a decrease in combustion-chamber total-pressure loss at high engine speeds.

Boyd, Bemrose↗
NASA NTRS1995

Microgravity combustion of dust clouds: Quenching distance measurements

The current level of physical understanding of dust combustion phenomena is still in a rudimentary state compared with the understanding of gas combustion processes. The reason for such a lack of fundamental understanding is partially based on the complexity of multiphase combustion and the enormous diversity of chemical-physical properties of heterogeneous combustible mixtures but is largely due to difficulties in the experimental investigation of dust combustion. The influence of gravity on a dust suspension is the main reason. First of all, when particulates (either solid particles or liquid droplets) with a characteristic size of the order of tens of microns are suspended, they rapidly settle in the gravitational field. To maintain a particulate suspension for a time duration adequate to carry out combustion experiments invariably requires continuous convection of particulates at or in excess of the gravitational settling velocity. Of necessity, this makes the experiments turbulent in character and makes it impossible to study laminar dust flames. For particle sizes of the order of microns a stable laminar dust flow can be maintained only for relatively small dust concentrations (e.g., for low fuel equivalence ratios) at normal gravity conditions. High dust loading leads to gravitational instability of the dust cloud and to the formation of recirculation cells in a dust suspension in a confined volume, or to the rapid sedimentation of the dense dust cloud as a whole in an unconfined volume. In addition, many important solid fuels such as low volatile coal, carbon, and boron have low laminar flame speeds (of the order of several centimeters per second). Gravitational convection that occurs in combustion products due to the buoyancy forces disrupts low speed dust flames and, therefore, makes observation of such flames at normal gravity impossible. The only way to carry out 'clean' fundamental experiments in dust combustion over a wide range of dust cloud parameters is in a gravity-free environment. Access to the microgravity environment provided by the use of large-scale drop towers, parabolic flights of aircraft and rockets, and shuttle and space station orbits has permitted now to proceed with a systematic program of dust combustion microgravity research. For example, the NASA-Lewis drop tower and a Lear jet parabolic flight aircraft were used by Ross et al. and by Berlad and Tangirala for experiments with Iycopodium/air mixtures. The Japan Microgravity Center drop shaft (JAMIC) where a microgravity condition of 10(exp -4) g for 10 s is available, was recently used by Kobayashi, Niioka et al. for measuring flame propagation velocities in polymethyl methacrylate dust/air suspensions. Microgravity dust combustion experiments were started at McGill University in the early 90's under the sponsorship of the Canadian Space Agency. Several generations of dust combustion platforms permitting dust combustion microgravity experiments to be carried out on board a parabolic flight aircraft (KC-135, NASA) have been designed and tested. The experimental data and experience gained from this research allowed us to design and build in a current phase of this program the microgravity apparatus for the visual observation of freely propagating constant pressure laminar dust flames. Quenching distances in aluminum dust suspensions have been measured in a wide range of dust cloud parameters in ground-based experiments and in recent microgravity experiments (KC-135 parabolic flights, Houston, February 1995).

Goroshin, S.↗
NASA NTRS2004

Bubble Combustion

A method of energy production that is capable of low pollutant emissions is fundamental to one of the four pillars of NASA s Aeronautics Blueprint: Revolutionary Vehicles. Bubble combustion, a new engine technology currently being developed at Glenn Research Center promises to provide low emissions combustion in support of NASA s vision under the Emissions Element because it generates power, while minimizing the production of carbon dioxide (CO2) and nitrous oxides (NOx), both known to be Greenhouse gases. and allows the use of alternative fuels such as corn oil, low-grade fuels, and even used motor oil. Bubble combustion is analogous to the inverse of spray combustion: the difference between bubble and spray combustion is that spray combustion is spraying a liquid in to a gas to form droplets, whereas bubble combustion involves injecting a gas into a liquid to form gaseous bubbles. In bubble combustion, the process for the ignition of the bubbles takes place on a time scale of less than a nanosecond and begins with acoustic waves perturbing each bubble. This perturbation causes the local pressure to drop below the vapor pressure of the liquid thus producing cavitation in which the bubble diameter grows, and upon reversal of the oscillating pressure field, the bubble then collapses rapidly with the aid of the high surface tension forces acting on the wall of the bubble. The rapid and violent collapse causes the temperatures inside the bubbles to soar as a result of adiabatic heating. As the temperatures rise, the gaseous contents of the bubble ignite with the bubble itself serving as its own combustion chamber. After ignition, this is the time in the bubble s life cycle where power is generated, and CO2, and NOx among other species, are produced. However, the pollutants CO2 and NOx are absorbed into the surrounding liquid. The importance of bubble combustion is that it generates power using a simple and compact device. We conducted a parametric study using CAVCHEM, a computational model developed at Glenn, that simulates the cavitational collapse of a single bubble in a liquid (water) and the subsequent combustion of the gaseous contents inside the bubble. The model solves the time-dependent, compressible Navier-Stokes equations in one-dimension with finite-rate chemical kinetics using the CHEMKIN package. Specifically, parameters such as frequency, pressure, bubble radius, and the equivalence ratio were varied while examining their effect on the maximum temperature, radius, and chemical species. These studies indicate that the radius of the bubble is perhaps the most critical parameter governing bubble combustion dynamics and its efficiency. Based on the results of the parametric studies, we plan on conducting experiments to study the effect of ultrasonic perturbations on the bubble generation process with respect to the bubble radius and size distribution.

Corrigan, Jackie↗
NASA NTRS1947

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

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

Ebersbach, Frederick R.↗
DOE OSTI2023

Low soot stoichiometric compression-ignition combustion

A combustion system including a combustion mechanism that injects oxygenated fuel into a combustion chamber. The oxygenated fuel mixes with the intake air in the combustion chamber where the air-fuel ratio in a portion of the combustion chamber is stoichiometric. The combustion mechanism includes an ignition mechanism that ignites the air-fuel mixture that generates a threshold number of particulates during combustion of the air-fuel mixture. The combustion system further includes an exhaust gas recirculation (EGR) device that recirculates a portion of the exhaust gases back into the combustion chamber. The EGR device recirculates the portion of the exhaust to lower combustion temperature resulting in reduced amount of nitrogen oxide in the exhaust. The combustion system further includes a three-way catalytic converter in line with the exhaust channel to convert a second portion of the exhaust gases, leading to lower pollutant emissions than conventional combustion systems.

Pickett, Lyle M.↗
DOE OSTI2025

Computational diagnostics and characterization of combustion recession in diesel sprays

While low-temperature combustion (LTC) strategies have been found to mitigate nitrogen oxides and particulate matter emissions in diesel engines, studies have also associated LTC with an increase in unburnt hydrocarbons. With more recent studies on diesel after end-of-injection (AEOI), combustion recession is identified as a phenomenon where at near nozzle region, high-temperature ignition (HTI) combustion can propagate back to the nozzle tip consuming the unburnt hydrocarbons AEOI. Current literature has suggested that combustion recession is controlled by auto-ignition. However, high-fidelity simulations and detailed analysis of such a mechanism are missing. In this study, comprehensive Large Eddy Simulations of a reacting spray at “Spray A” conditions are performed, where detailed analysis of combustion recession concerning flame morphology and propagation modes are included. In particular, this study demonstrated for the first time that while combustion recession is mainly auto-ignition dominated (consistent with the literature), a cool flame was found to deflagrate towards the richer regions of the mixture, promoting mixing and increasing the mixture temperature. This leads to HTI kernels, which then grow and develop as deflagrative waves, therefore sustaining the combustion recession process. The study also detailed the extinction mechanism of combustion: the entrainment wave will overlean the near-nozzle mixtures, rendering it unable to support HTI, which leads to the extinction of the upstream flame AEOI in lower reactivity mixtures. Combustion recession is also observed to be contingent on the chemical and diffusion processes, even at low scalar dissipation rates. Finally, a new criterion for combustion recession based on chemical explosive mode is proposed and validated with previous combustion recession index to quantify the extent of HTI in near-nozzle mixtures AEOI. The newly developed metric combined with a previous experimentally-based metric can provide simple but valuable measurements of the degree and propensity of the upstream flame AEOI.

CEMA↗
DOE OSTI2024

Development of prechamber enabled mixing-controlled combustion strategy for ultra-low methane emissions from lean burn natural gas engines

This numerical study explores the optimization of Prechamber Enabled Mixing-Controlled Combustion (PC-MCC) using natural gas in heavy-duty engines, aiming to enhance combustion efficiency to minimize methane slip and NOx emissions. The approach involves a prechamber ignition system, distinct from conventional spark ignition (SI) systems, to initiate combustion of direct injected natural gas. By leveraging the robust ignition characteristics of the prechamber, the PC-MCC method demonstrates significant potential in achieving efficient combustion akin to diesel engines but with lower greenhouse gas emissions. The research evaluates the effects of various geometric and operational parameters on the combustion process and emissions, including prechamber volume, nozzle diameter, direct injector (DI) geometry, and engine operating strategies. Computational Fluid Dynamics (CFD) simulations are utilized, focusing on a heavy-duty, single-cylinder engine modeled after the Caterpillar C9.3B engine. Key findings indicate that a prechamber volume of 3 cc, coupled with a nozzle diameter of 2.75 mm for two prechamber holes, strikes an optimal balance between combustion efficiency and emissions reduction. This configuration ensures robust combustion across a range of operating conditions while maintaining methane slip within targeted limits. Further investigation into DI geometry shows the significance of the injector umbrella angle and nozzle diameter in shaping the fuel-air mixing and combustion dynamics. An umbrella angle of 130° and a nozzle diameter of 300 microns are identified as optimal, promoting rapid and efficient combustion with minimized methane and NOx emissions. The study also investigates the impact of injection timing and pressure, highlighting their roles in controlling combustion timing and influencing emissions levels. Advanced injection timing is found to be crucial in achieving the desired low methane slip, whereas retarded injection timing assists to reduce NOx emissions while having a slight increase in methane emissions. Operating strategies incorporating various levels of Exhaust Gas Recirculation (EGR) are assessed for their effectiveness in further reducing emissions. The research demonstrates that a judicious combination of internal hot EGR and careful calibration of DI pressure and SOI timing can achieve significant reductions in NOx emissions while keeping methane slip under control. Specifically, an internal EGR level of 15%–25%, combined with DI pressures of 200–300 bar and injection timings at or after top dead center, is recommended. These findings contribute valuable insights into the development of advanced combustion techniques for natural gas engines, offering a viable pathway to reduce methane slip without compromising engine efficiency or performance. The PC-MCC system presents a promising solution for the future of heavy-duty natural gas engine technology to reduce methane emissions.

Nsaif, Osama↗
NASA NTRS1990

Combustion Phenomena in Relationship to Microgravity Research

The conservation equations of combustion are presented, with relevant nondimensional parameters identified, for focusing on the role of buoyancy in combustion processes. The objective is to indicate ways in which microgravity combustion experiments enable regimes of fluid mechanics, not readily investigated in combustion at normal gravity, to be studied more carefully for chemically reacting flows with heat release. Descriptions are given of self-extinguishing flames, of flames balls, of double flames, and of the slow regime of droplet combustion, as examples in which microgravity experiments have revealed new combustion phenomena. A classification of experiments is offered, concerning combustion regimes and flow regimes, within which microgravity combustion studies can be placed. Projects on premixed flame propagation, gas-jet diffusion flames, flame spread, smoldering combustion, and droplet combustion are considered, within this classification, as potential areas for future advances in understanding of combustion phenomena through microgravity experiments.

Williams, Forman A.↗
NASA NTRS1993

Fuel-rich catalytic combustion of a high density fuel

Fuel-rich catalytic combustion (ER is greater than 4) of the high density fuel exo-tetrahydrocyclopentadiene (JP-10) was studied over the equivalence ratio range 5.0 to 7.6, which yielded combustion temperatures of 1220 to 1120 K. The process produced soot-free gaseous products similar to those obtained with iso-octane and jet-A in previous studies. The measured combustion temperature agreed well with that calculated assuming soot was not a combustion product. The process raised the effective hydrogen/carbon (H/C) ratio from 1.6 to over 2.0, thus significantly improving the combustion properties of the fuel. At an equivalence ratio near 5.0, about 80 percent of the initial fuel carbon was in light gaseous products and about 20 percent in larger condensable molecules. Fuel-rich catalytic combustion has now been studied for three fuels with H/C ratios of 2.25 (iso-octane), 1.92 (jet-A), and 1.6 (JP-10). A comparison of the product distribution of these fuels shows that, in general, the measured concentrations of the combustion products were monotonic functions of the H/C ratio with the exception of hydrogen and ethylene. In these cases, data for JP-10 fell between iso-octane and jet-A rather than beyond jet-A. It is suggested that the ring cross-linking structure of JP-10 may be responsible for this behavior. All the fuels studied showed that the largest amounts of small hydrocarbon molecules and the smallest amounts of large condensable molecules occurred at the lower equivalence ratios. This corresponds to the highest combustion temperatures used in these studies. Although higher temperatures may improve this mix, the temperature is limited. First, the life of the present catalyst would be greatly shortened when operated at temperatures of 1300 K or greater. Second, fuel-rich catalytic combustion does not produce soot because the combustion temperatures used in the experiments were well below the threshold temperature (1350 K) for the formation of soot. Increasing the temperature above this value would remove the soot-free nature of the process. Since all the fuels studied show a similar breakdown of the primary fuel into smaller molecular combustion products, this technique can be applied to all hydrocarbon fuels.

Brabbs, Theodore A.↗
NASA NTRS1997

The Effect of Gravity on the Combustion Synthesis of Porous Ceramics and Metal Matrix Composites

Combustion synthesis (self propagating, high temperature synthesis-SHS) is a novel technique that is capable of producing many advanced materials. The ignition temperature (Tig) of such combustion synthesis reactions is often coincident with that of the lowest melting point reactant. The resultant liquid metal wets and spreads around the other solid reactant particles of higher melting points, thereby improving the reactant contact and kinetics, followed by formation of the required compounds. This ignition initiates a combustion propagating wave whose narrow reaction front rapidly travels through the reactants. Since this process is highly exothermic, the heat released by combustion often melts the reactant particles ahead of the combustion front and ignites the adjacent reactant layer, resulting in a self-sustaining reaction. Whenever a fluid phase (liquid or gas) is generated by the reaction system, gravity-driven phenomena can occur. Such phenomena include convective flows of fluid by conventional or unstable convection and settling of the higher density phases. A combustion process is often associated with various kinds of fluid flow. For instance, if the SHS reaction is carried out under inert or reactive gas atmospheres, or a volatile, e.g., B2O3, is deliberately introduced as a reactant, convective flows of the gas will occur due to a temperature gradient existing in the atmosphere when a combustion wave is initiated. The increased gas flow will produce a porous (or expanded) SHS product. Owing to the highly exothermic nature of many SHS reactions, liquid phase(s) can also form before, at, or after the combustion front. The huge temperature gradient at the combustion front can induce convective flows (conventional or unstable) of the liquid phase. Each of these types of convective fluid flow can change the combustion behavior of the synthesizing reaction, and, therefore, the resultant product microstructure. In addition, when two or more phases of different density are produced at or ahead of the propagating combustion front settling of the higher density phase will occur resulting in a non-uniform product microstructure and properties.

Moore, J. J.↗
NASA NTRS1999

Filtration Combustion in Smoldering and SHS

Smolder waves and SHS (self-propagating high-temperature synthesis) waves are both examples of filtration combustion waves propagating in porous media. Smoldering combustion is important for the study of fire safety. Smoldering itself can cause damage, its products are toxic and it can also lead to the more dangerous gas phase combustion which corresponds to faster propagation at higher temperatures. In SHS, a porous solid sample, consisting of a finely ground powder mixture of reactants, is ignited at one end. A high temperature thermal wave, having a frontal structure, then propagates through the sample converting reactants to products. The SHS technology appears to enjoy a number of advantages over the conventional technology, in which the sample is placed in a furnace and "baked" until it is "well done". The advantages include shorter synthesis times, greater economy, in that the internal energy of the reactions is employed rather than the costly external energy of the furnace, purer products, simpler equipment and no intrinsic limitation on the size of the sample to be synthesized, as exists in the conventional technology. When delivery of reactants through the pores to the reaction site is an important aspect of the combustion process, it is referred to as filtration combustion. The two types of filtration combustion have a similar mathematical formulation, describing the ignition, propagation and extinction of combustion waves in porous media. The goal in each case, however, is different. In smoldering the desired goal is to prevent propagation, whereas in SHS the goal is to insure propagation of the combustion wave, leading to the synthesis of desired products. In addition, the scales in the two areas of application differ. Smoldering generally occurs at lower temperatures and propagation velocities than in SHS. Nevertheless, the two applications have much in common, so that what is learned in one application can be used to advantage in the other. We have considered a number of problems involving filtration combustion. Here we describe two such studies: (A) fingering instabilities in filtration combustion, (B) rapid filtration combustion waves driven by convection.

Matkowsky, Bernard↗
NASA NTRS2001

Combustion of Unconfined Droplet Clusters in Microgravity

Combustion experiments using arrays of droplets seek to provide a link between single droplet combustion phenomena and the behavior of complex spray combustion systems. Both single droplet and droplet array studies have been conducted in microgravity to better isolate the droplet interaction phenomena and eliminate or reduce the confounding effects of buoyancy-induced convection. In most experiments involving droplet arrays, the droplets are supported on fibers to keep them stationary and close together before the combustion event. The presence of the fiber, however, disturbs the combustion process by introducing a source of heat transfer and asymmetry into the configuration. As the number of drops in a droplet array increases, supporting the drops on fibers becomes less practical because of the cumulative effect of the fibers on the combustion process. To eliminate the effect of the fiber, several researchers have conducted microgravity experiments using unsupported droplets. Jackson and Avedisian investigated single, unsupported drops while Nomura et al. studied droplet clouds formed by a condensation technique. The overall objective of this research is to extend the study of unsupported drops by investigating the combustion of well-characterized drop clusters in a microgravity environment. Direct experimental observations and measurements of the combustion of droplet clusters would fill a large gap in our current understanding of droplet and spray combustion and provide unique experimental data for the verification and improvement of spray combustion models. In this work, the formation of drop clusters is precisely controlled using an acoustic levitation system so that dilute, as well as dense clusters can be created and stabilized before combustion in microgravity is begun. This paper describes the design and performance of the 1-g experimental apparatus, some preliminary 1-g results, and plans for testing in microgravity.

Ruff, G. A.↗
NASA NTRS2012

Burning Questions in Gravity-Dependent Combustion Science

Building upon a long history of spaceflight and ground based research, NASA's Combustion Science program has accumulated a significant body of accomplishments on the ISS. Historically, NASAs low-gravity combustion research program has sought: to provide a more complete understanding of the fundamental controlling processes in combustion by identifying simpler one-dimensional systems to eliminate the complex interactions between the buoyant flow and the energy feedback to the reaction zone to provide realistic simulation of the fire risk in manned spacecraft and to enable practical simulation of the gravitational environment experienced by reacting systems in future spacecraft. Over the past two decades, low-gravity combustion research has focused primarily on increasing our understanding of fundamental combustion processes (e.g. droplet combustion, soot, flame spread, smoldering, and gas-jet flames). This research program was highly successful and was aided by synergistic programs in Europe and in Japan. Overall improvements were made in our ability to model droplet combustion in spray combustors (e.g. jet engines), predict flame spread, predict soot production, and detect and prevent spacecraft fires. These results provided a unique dataset that supports both an active research discipline and also spacecraft fire safety for current and future spacecraft. These experiments have been conducted using the Combustion Integrated Rack (CIR), the Microgravity Science Glovebox and the Express Rack. In this paper, we provide an overview of the earlier space shuttle experiments, the recent ISS combustion experiments in addition to the studies planned for the future. Experiments in combustion include topics such as droplet combustion, gaseous diffusion flames, solid fuels, premixed flame studies, fire safety, and super critical oxidation processes.

Urban, David↗
NASA NTRS2018

Performance, Stability and Compatibility of Oxygen/RP-1 Multi-Element Oxidizer-Rich Staged-Combustion Injectors

In 2015 and 2016, the National Aeronautics and Space Administration Marshall Space Flight Center designed, fabricated, assembled and hot-fire tested an oxygen/RP-1 propellant multi-element oxidizer-rich staged-combustion test article. The main objective was to provide thrust chamber combustion stability data as part of the Combustion Stability Tool Development program, although demonstration of performance and compatibility of oxidizer-rich main injectors was also important. Funding was provided by the Air Force Space and Missile Systems Center. Five configurations of main injectors were designed and fabricated, using conventional gas-centered swirl coaxial injector element designs generally similar to those used in oxygen/kerosene oxidizer-rich staged combustion engines such as the Russian RD-180 or NK-33 engines. Variations of element features included element size, recess depth, fuel gap width, and the presence of the sleeve separating the swirling fuel flow from the axial oxidizer flow. Ablative combustion chambers were fabricated based on hardware previously used at the NASA MSFC for testing at similar size and pressure. Existing oxygen/RP-1 oxidizer-rich subscale preburner injectors and hot gas ducts from a previous NASA-funded program were modified for use to supply the oxidizer-rich combustion products to the oxidizer circuit of the main injector of the thrust chamber. Testing of the resulting integrated test article - which included the preburner, inter-connecting hot gas duct, main injector, and ablative combustion chamber - was conducted at Test Stand 116 at the East Test Area of the NASA MSFC. The test article was well instrumented with static and dynamic pressure, temperature, and vibration sensors. This paper presents and discusses all the hot-fire test results of the integrated test article thrust chamber. Eighteen successful hot-fire tests of the integrated rig were conducted. Testing was accomplished with all five of the injector element concepts. Main combustion chamber pressures ranged from 710 to 2350 psia, and main combustion chamber mixture ratios ranged from 2.47 to 2.87. A chamber barrier fuel film coolant of about 2% to 4% of the total fuel flow was used for most tests. Characteristic exhaust velocity efficiency excluding the influence of the fuel film cooling ranged from 91% to 98% of theoretical. All tests of the thrust chamber exhibited stable combustion, even down to 40% of nominal operating pressures. Compatibility of the injector face and combustion chamber walls was acceptable. This paper is a follow-on to publication of preliminary test data presented at the 2016 JANNAF Liquid Propulsion Subcommittee meeting.

Hulka, J. R.↗