Pengaruh Penyelitan Plat Orifis dalam Mengurangkan Emisi dari Pembakar

2012 ◽  
Author(s):  
Mohammad Nazri Mohd Jaafar ◽  
Mohd. Rosdzimin Abdul Rahman ◽  
Mohamad Shaiful Ashrul Ishak ◽  
Kiran Babu Appalanaidu
Keyword(s):  
Nox Reduction ◽  
Orifice Plate ◽  
Dual Fuel ◽  
Fuel Injector ◽  
Co2 Emission Reduction ◽  
Flow Rates ◽  
Fuel Flow ◽  
Back Plate ◽  
Vane Angle ◽  
Fuel Burner

Penyelidikan telah dijalankan ke atas plat orifis pelbagai saiz yang dipasangkan pada keluaran pemusar udara sebuah pembakar berbahan api cecair yang berdiameter dalam 163 mm dan panjangnya 280 mm. Pembakar ini menggunakan kerosin sebagai bahan api. Terdapat dua saiz plat orifis yang setiap satunya berdiameter 25 mm dan 30 mm telah digunakan dengan pemusar udara aliran jejarian yang mempunyai sudut bilah 30°. Dalam ujikaji ini, penyelitan plat orifis ini akan menyebabkan peningkatan terhadap kehilangan tekanan di bahagian keluaran pemusar dan seterusnya meningkatkan aliran gelora yang akan menambah kadar percampuran bahan api dengan udara. Pemancit bahan api semburan paksi yang mempunyai dua lubang keluaran telah dipasangkan di bahagian belakang pemusar udara. Kadar alir bahan api menjadi parameter yang diubah dalam ujikaji yang dijalankan. Keputusan yang diperolehi menunjukkan dengan penyelitan plat orifis, emisi NOx berjaya dikurangkan sebanyak 50% bagi penyelitan plat orifis 25 mm, manakala CO sebanyak 5% dan CO2 sebanyak 20% jika dibandingkan dengan kes tanpa penyelitan plat orifis. Kata kunci: Plat orifis; emisi NOx; pemusar udara; emisi CO; pemancit bahan api A liqued fuel burner system with different orifice plate sizes mounted at the exit plane of the radial air swirler outlet has been investigated using 163 mm inside diameter combustor of 280 mm length. All tests were conducted using kerosene as fuel. Two different orifice plates with diameter of 25 mm and 30 mm were used with a 30° radial air swirler vane angle. The purpose of orifice plate insertion was to create the swirler pressure loss at the swirler outlet so that the swirler outlet shear layer turbulence was maximized to assist in the mixing of fuel and air. Fuel was injected at the back plate of the swirler outlet using central fuel injector with dual fuel nozzles pointing axially outwards. The fuel flow rates were varied. The results show that orifice plate enhances better mixing and reduces NOx emmisions. NOx reduction of more than 50% was obtained using the 25 mm diameter orifice plate compared to the test condition without orifice plate. CO emissions were also reduced by 5%. CO2 emission reduction of more than 20% was achieved for the same condition. Key words: Orifice plate; NOx emissions; air swirler; CO emissions; fuel atomiser

The Influence of Orifice Insertion for Low Noxious Emissions from Combustion System

2014 ◽  
Vol 699 ◽  
pp. 684-688
Author(s):  
Mohamad Shaiful Ashrul Ishak ◽  
Mohammad Nazri Mohd Jaafar ◽  
Mohd. Amirul Amin Arizal ◽  
Norwazan Abdul Rahim ◽  
Mohammad Roslan Rahim ◽  
...  
Keyword(s):  
Area Ratio ◽  
Orifice Plate ◽  
Fuel Injector ◽  
Orifice Area ◽  
Back Plate ◽  
Air Mixing ◽  
Fuel Nozzle ◽  
Vane Angle ◽  
Outlet Orifice ◽  
Fuel Burner

This paper presents the effect of inserting swirler outlet orifice plate of different sizes at the exit plane of the radial air swirler in liquid fuel burner system. Tests were carried out with three different orifice plates with area ratios (orifice area to swirler exit area ratio) between 0.7 and 1.0 using 280 mm inside diameter combustor of 1000 mm length. Several tests were conducted using the commercial diesel as fuel. The fuel was injected at the back plate of the 45o vane angle swirler outlet using a central fuel injector with a single fuel nozzle pointing axially outwards. The aim of the insertion of orifice plates is to create the swirler pressure loss at the swirler outlet phase in order to maximise the swirler outlet shear layer turbulence to assist the fuel/air mixing. In the present work, the orifice plate with smaller area ratios exhibited very low NOX emissions for the whole operating equivalence ratios. The NOX reduction of more than 20 percent is achieved for orifice with 0.7 area ratio compared to 1.0 area ratio. Other emission such as carbon monoxide is increased with the decrease in the orifice area ratios. The results from this experiment show that good combustion is achieved by using smallest area ratios of orifice plate.

Emission Reduction From Burner System By Varying Swirler Blade Angle

2012 ◽  
Author(s):  
Mohammad Nazri Mohd Jaafar ◽  
Muhamad Shukri Abdul Mookmin ◽  
Ismail Samat
Keyword(s):  
Liquid Fuel ◽  
Radial Flow ◽  
Swirling Flow ◽  
Nox Reduction ◽  
Oxides Of Nitrogen ◽  
Fuel Injector ◽  
Blade Angle ◽  
Back Plate ◽  
Curved Blade ◽  
Fuel Burner

Kertas kerja ini mempersembahkan pengaruh mengubah sudut bilah pemusar udara aliran jejarian yang kecil dalam mengurangkan emisi seperti oksida nitrogen (NOx) dan karbon monoksida (CO). Dalam kajian ini, satu sistem pembakar berbahan api cecair menggunakan empat pemusar udara aliran jejarian yang berlainan sudut bilah diuji di dalam kebuk pembakar berdiameter 163 mm dan panjang 280 mm. Ujian dijalankan menggunakan kerosin sebagai bahan api. Pemusar udara aliran jejarian dengan bilah terlengkung berdiameter keluaran 40 mm dipasang pada satah masukan pembakar bagi menjana aliran berpusar. Bahan api dipancitkan pada plat belakang keluaran pemusar menggunakan pemancit bahan api pusat dengan dua nozel bahan api menghala keluar secara paksi. Sudut pemusar udara dan nisbah setara diubah–ubah. Ujian dilaksanakan menggunakan empat pemusar udara yang berlainan sudut, iaitu masing–masing 30°, 40°, 50° dan 60°. Pengurangan NOx melebihi 50 peratus dicapai untuk sudut bilah 60° berbanding pada sudut bilah 30°. Emisi CO juga dikurangkan sebanyak 72 peratus pada sudut bilah 60° berbanding pada sudut bilah 30°. Kata kunci: Aliran berpusar; pembakar industri; emisi NOx; emisi CO; bilah terlengkung This paper presents the effect of varying the blade angle of a small radial air swirler on reducing emissions such as oxides of nitrogen (NOx) and carbon monoxide (CO). In this research a liquid fuel burner system with four different radial air swirler blade angles has been investigated using 163 mm inside diameter combustor of 280 mm length. Tests were conducted using kerosene as fuel. A radial flow air swirler with curved blades having 40 mm outlet diameter was inserted at the inlet plane of the combustor to produce swirling flow. Fuel was injected at the back plate of the swirler outlet using central fuel injector with two fuel nozzles pointing axially outwards. The swirler blade angles and equivalence ratios were varied. Tests were carried out using four different air swirlers having 30°, 40°, 50° and 60° blade angles, respectively. A NOx reduction of more than 50 percent was achieved for blade angle of 60° compared to the 30° blade angle. CO emissions were also reduced by 72 percent for 60° blade angle compared 30° blade angle. Key words: Swirling flow; industrial burner; NOx emissions; CO emissions; curved blade

Determination of the Instantaneous Fuel Flow Rate Out of a Fuel Nozzle

2009 ◽  
Vol 132 (2) ◽  
Author(s):  
Tongxun Yi ◽  
Domenic A. Santavicca
Keyword(s):  
Acoustic Wave ◽  
Flow Rate ◽  
Acoustic Velocity ◽  
Fuel Injector ◽  
Pressure Pulsations ◽  
Fuel Flow Rate ◽  
Flow Rates ◽  
Fuel Flow ◽  
Fuel Nozzle

Reported is a practical method for accurate and fast determination of the instantaneous fuel flow rate out of a fuel injector. Both gaseous and liquid fuels are considered. Unsteady fuel flow rates introduced into a combustor can be caused by both self-excited pressure pulsations and fuel modulations. During combustion instability, the air flow rate into a combustor also varies in response to pressure pulsations. Accurate determination of the instantaneous fuel and air flow rates is important for both modeling and control of combustion instability. The developed method is based on the acoustic wave theory and pressure measurements at two locations upstream of a fuel injector. This method bypasses the complexities and nonlinearities of fuel actuators and fuel nozzles, and works for systems with slow-time-varying characteristics. Acoustic impedance of a gaseous fuel nozzle is found to be a function of multivariables, including the forcing frequency, the acoustic oscillation intensity, and the mean fuel flow rate. Thus, it is not an intrinsic property of the fuel injector alone. In the present study, sharp tubing bending with almost zero radii is found to have minimal effects on the distribution of 1D acoustic wave. This is probably because vortex shedding and recirculation at tubing corners do not alter the globally 1D characteristics of acoustic wave distribution. Different from the traditional two-microphone method, which determines the acoustic velocity at the middle locations of the two microphones, the present method allows the acoustic velocity, the acoustic mass flux, and the specific acoustic impedance to be determined along the fuel tubing or an air pipe.

Water Addition in Diesel Engine Intake for NOx Reduction: Comparison of Modeling and Experiments

2003 ◽  
Author(s):  
Bhaskar Tamma ◽  
Juan Carlos Alvarez ◽  
Aaron J. Simon
Keyword(s):  
Diesel Engine ◽  
Fuel Efficiency ◽  
Nox Reduction ◽  
Engine Performance ◽  
Thermodynamic Cycle ◽  
Nox Emission ◽  
Water Addition ◽  
Predictive Tool ◽  
Fuel Flow ◽  
Influence Of Water

Reduction in emissions, especially NOx has been the main study of various engine researchers in the light of stringent emission norms. To reduce the time and cost involved in testing these technologies, engine thermodynamic cycle predictive tools are used. The present work uses one such predictive tool (GT Power from Gamma Technologies) for predicting the influence of water addition in a turbocharged 6-cylinder diesel engine intake on engine performance and NOx emissions. The experiments for comparison with modeling included the introduction of liquid water in the engine intake stream, between the compressor and intercooler ranging from 0 to 100% of fuel flow rate. NOx emission reduced linearly with water addition with reduction of 63% with less than 1% penalty on fuel efficiency at 100% water addition. The GT Power model predicted the performance within 5% of experimental data and NOx emission within 10% of the experiments.

scholarly journals OPTIMIZED FUEL INJECTOR DESIGN FOR MAXIMUM IN-FURNACE NOx REDUCTION AND MINIMUM UNBURNED CARBON

10.2172/7176 ◽  
1998 ◽  
Author(s):  
A F SAROFIM ◽  
R LISAUSKAS ◽  
D RILEY ◽  
E G EDDINGS ◽  
J BROUWER ◽  
...  
Keyword(s):  
Nox Reduction ◽  
Unburned Carbon ◽  
Fuel Injector ◽  
Injector Design

A Dual Fuel Injector for Diesel Engines

1985 ◽  
Author(s):  
Shinichi Goto ◽  
Kazuo Kontani
Keyword(s):  
Diesel Engines ◽  
Dual Fuel ◽  
Fuel Injector

Effects of Buoyancy on Heat Transfer and Oxygen Consumption in Fuel-Thermal-Stability Studies

1994 ◽  
Author(s):  
Viswanath R. Katta ◽  
James W. Blust ◽  
Theodore F. Williams ◽  
Charles R. Martel
Keyword(s):  
Heat Transfer ◽  
Thermal Stability ◽  
Oxygen Consumption ◽  
Test Section ◽  
Reynolds Numbers ◽  
Momentum Equation ◽  
Flow Rates ◽  
Fuel Flow ◽  
Block Temperature ◽  
Bottom To Top

A unique methodology is used to investigate the effects of gravity on fuel flowing through the small-bore heated tubes that are often used in the study of fuel-thermal-stability characteristics. The copper block that houses the fuel tube (or test section) is located on a swivel, and experiments are conducted for different tube orientations namely; horizontal, vertical with flow from bottom to top and vice versa. Results obtained for different fuel-flow rates and block temperatures are discussed. An axisymmetric, time-dependent numerical model is used to simulate the flow patterns in the test section. This model solves momentum, energy, species and k-ε turbulence equations. The buoyancy term is included in the axial-momentum equation. Natural flow resulting from buoyancy was found to have a significant effect on heat transfer and oxygen consumption for fuel-flow rates up to 100 cc/min (Reynolds numbers up to 2300). Flow instabilities were observed when the fuel was flowing downward in a vertically mounted test section. The effect of block temperature and flow rate on these instabilities was also studied.

Investigation of ammonia and hydrogen as CO2-free fuels for heavy duty engines using a high pressure dual fuel combustion process

2020 ◽  
pp. 146808742096787
Author(s):  
Stephanie Frankl ◽  
Stephan Gleis ◽  
Stephan Karmann ◽  
Maximilian Prager ◽  
Georg Wachtmeister
Keyword(s):  
High Pressure ◽  
High Pressures ◽  
Numerical Study ◽  
Combustion Process ◽  
Combustion Efficiency ◽  
Dual Fuel ◽  
Parameter Study ◽  
Fuel Injector ◽  
Cfd Model ◽  
Pilot Fuel

This work is a numerical study of the use of ammonia and hydrogen in a high-pressure-dual-fuel (HPDF) combustion. The main fuels (hydrogen and ammonia) are direct injected and ignited by a small amount of direct injected pilot fuel. The fuels are injected using a dual fuel injector from Woodward L’Orange, which can induce two fuels independently at high pressures up to 1800 bar for the pilot fuel and maximum 500 bar for the main. The numerical CFD-model gets validated for of hydrogen-HPDF with experimental data. Due to safety issues at the test rig it was not possible to use ammonia in the experiments, so it is modelled using the numerical model. It is assumed that the CFD-model also gives qualitative correct results for the use of ammonia as main fuel, so a parameter study of ammonia-HPDF is made. The results for the hydrogen-HPDF show, that hydrogen can be used in the engine without any further modifications. The combustion is very stable, and the hydrogen ignites almost immediately when it enters the combustion chamber. The results of the ammonia combustion indicate, that the HPDF combustion mode can handle ammonia effectively. It seems beneficial to inject the ammonia at higher pressures than hydrogen. Also pre-heating the ammonia can increase the combustion efficiency.

Performance and Emissions Characteristics of Diesel-Ignited Gasoline Dual Fuel Combustion in a Single-Cylinder Research Engine

2014 ◽  
Vol 136 (10) ◽  
Author(s):  
U. Dwivedi ◽  
C. D. Carpenter ◽  
E. S. Guerry ◽  
A. C. Polk ◽  
S. R. Krishnan ◽  
...  
Keyword(s):  
Injection Pressure ◽  
Fuel Combustion ◽  
Injection System ◽  
Dual Fuel ◽  
Heterogeneous Combustion ◽  
Boost Pressure ◽  
Fuel Injector ◽  
Single Cylinder ◽  
Diesel Injection ◽  
Dual Fuel Combustion

Diesel-ignited gasoline dual fuel combustion experiments were performed in a single-cylinder research engine (SCRE), outfitted with a common-rail diesel injection system and a stand-alone engine controller. Gasoline was injected in the intake port using a port-fuel injector. The engine was operated at a constant speed of 1500 rev/min, a constant load of 5.2 bar indicated mean effective pressure (IMEP), and a constant gasoline energy substitution of 80%. Parameters such as diesel injection timing (SOI), diesel injection pressure, and boost pressure were varied to quantify their impact on engine performance and engine-out indicated specific nitrogen oxide emissions (ISNOx), indicated specific hydrocarbon emissions (ISHC), indicated specific carbon monoxide emissions (ISCO), and smoke emissions. Advancing SOI from 30 degrees before top dead center (DBTDC) to 60 DBTDC reduced ISNOx from 14 g/kW h to less than 0.1 g/kW h; further advancement of SOI did not yield significant ISNOx reduction. A fundamental change was observed from heterogeneous combustion at 30 DBTDC to “premixed enough” combustion at 50–80 DBTDC and finally to well-mixed diesel-assisted gasoline homogeneous charge compression ignition (HCCI)-like combustion at 170 DBTDC. Smoke emissions were less than 0.1 filter smoke number (FSN) at all SOIs, while ISHC and ISCO were in the range of 8–20 g/kW h, with the earliest SOIs yielding very high values. Indicated fuel conversion efficiencies were ∼ 40–42.5%. An injection pressure sweep from 200 to 1300 bar at 50 DBTDC SOI and 1.5 bar intake boost showed that very low injection pressures lead to more heterogeneous combustion and higher ISNOx and ISCO emissions, while smoke and ISHC emissions remained unaffected. A boost pressure sweep from 1.1 to 1.8 bar at 50 DBTDC SOI and 500 bar rail pressure showed very rapid combustion for the lowest boost conditions, leading to high pressure rise rates, higher ISNOx emissions, and lower ISCO emissions, while smoke and ISHC emissions remained unaffected by boost pressure variations.

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