Prediction of Combustion Dynamics in a Staged Premixed Combustor

2002 ◽  
Author(s):  
Jeffery A. Lovett ◽  
Kevin T. Uznanski
Keyword(s):  
Acoustic Waves ◽  
Fuel Injection ◽  
Acoustic Path ◽  
Fuel Injector ◽  
Combustion Instabilities ◽  
Dimensional Model ◽  
Flow Paths ◽  
Combustion Dynamics ◽  
One Dimensional ◽  
System A

Combustion instabilities are a major challenge in the development of low-emissions premixed gas turbine combustors. The development and demonstration of predictive capabilities for instabilities has progressed considerably. One of the major fundamental mechanisms demonstrated in several instances is the convection of fuel concentration fluctuations from the fuel injector to the reaction zone. A one-dimensional model has been developed which captures this mechanism coupled to solutions for standing acoustic waves. Since many real combustion systems include multiple flow paths for mixing and/or staged fuel injection, the model has been extended to include a parallel acoustic path and two fuel injection locations. Splitting of fuel between two injection positions is a common method to influence combustion dynamics toward a more operable system. A relatively simple model which only partially couples acoustics and heat release was applied to an axially staged combustor and the predictions are compared with the experimental behavior. The results from this model successfully predict the overall dynamics behavior as a function of the fuel split between the two injection locations.

scholarly journals Modeling a fuel injector for a two-stroke diesel engine

2017 ◽  
Vol 170 (3) ◽  
pp. 147-153
Author(s):  
Rafał SOCHACZEWSKI ◽  
Zbigniew CZYŻ ◽  
Ksenia SIADKOWSKA
Keyword(s):  
Diesel Engine ◽  
Combustion Chamber ◽  
Fuel Injection ◽  
Maximum Load ◽  
Fuel Injector ◽  
Dimensional Model ◽  
Flow Area ◽  
Fuel Mass ◽  
One Dimensional ◽  
Injector Nozzle

This paper discusses the modeling of a fuel injector to be applied in a two-stroke diesel engine. A one-dimensional model of a diesel injector was modeled in the AVL Hydsim. The research assumption is that the combustion chamber will be supplied with one or two spray injectors with a defined number of nozzle holes. The diameter of the nozzle holes was calculated for the defined options to provide a correct fuel amount for idling and the maximum load. There was examined the fuel mass per injection and efficient flow area. The studies enabled us to optimize the injector nozzle, given the option of fuel injection into the combustion chamber to be followed.

scholarly journals ANALYSIS OF ACOUSTIC PATH TRANSMISSION FACTOR FOR ANGULAR VELOCITY SENSOR

2019 ◽  
pp. 56-74
Author(s):  
Ya. Durukan ◽  
A. N. Peregudov ◽  
M. M. Shevelko
Keyword(s):  
Angular Velocity ◽  
Transmission Coefficient ◽  
Acoustic Waves ◽  
Acoustic Path ◽  
Electrical Load ◽  
Sensing Element ◽  
Velocity Sensor ◽  
One Dimensional ◽  
Bulk Acoustic Waves ◽  
Dimensional Approximation

The change in characteristics of ultrasonic waves’ transmittion in solid rotating media is the basis for the operation of acoustic angular velocity sensor. The transmission coefficient of the sensing element (SE) of the acoustic path deter-mines the level of angular velocity sensor informative signal based on detecting changes in characteristics of bulk acoustic waves in solid media. In this regard, the efforts aimed at obtaining maximum transmission coefficient are relevant and represent an important stage in the design of such devices. The sensitive element of the acoustic path consists of radiating and receiving plate piezoelectric transducers, propagation medium (acoustic duct), contact layers and electrical load. The coefficient is identical to the path of ultrasonic delay lines on bulk acoustic waves. Although, many sources present the theoretical analysis of the path of this type, they carry out the analysis in so-called one-dimensional approximation, i.e. they perform the analysis without taking into account the limited transverse dimensions, whereas the path of the sensing element should have limited lateral dimensions, which can affect the value of transmission coefficient. The above-mentioned sources do not present the results of experiments. Thus, it is necessary to conduct a complex of simulation and experiments to analyze the acoustic path transmission coefficient of the angular velocity sensor. Authors of the paper developed a pathmodeling program in Mathcad software to perform simulation. For implementation of the experiment, authors created the installation, as well as a number of proto-types with transducers made of piezoelectric quartz and piezoelectric ceramics. The results demonstrate that fundamental statements developed for one-dimensional approximation one can use to determine the transmission coefficient of the acoustic path with limited dimensions. Besides, the use of the matched electrical load gives the opportunity to increase the transmission coefficient. For example, in case of Y-cut piezoelectric quartz converter prototype the increase reached 20 dB.

Modelling Techniques in Applied Glaciology: Numerical Modelling of Avalanches

1983 ◽  
Vol 4 ◽  
pp. 297-297
Author(s):  
G. Brugnot
Keyword(s):  
Finite Difference Method ◽  
Transverse Velocity ◽  
Longitudinal Velocity ◽  
Momentum Conservation ◽  
Dimensional Model ◽  
One Dimensional ◽  
Modelling Techniques ◽  
Reference Grid ◽  
The One ◽  
Near Future

We consider the paper by Brugnot and Pochat (1981), which describes a one-dimensional model applied to a snow avalanche. The main advance made here is the introduction of the second dimension in the runout zone. Indeed, in the channelled course, we still use the one-dimensional model, but, when the avalanche spreads before stopping, we apply a (x, y) grid on the ground and six equations have to be solved: (1) for the avalanche body, one equation for continuity and two equations for momentum conservation, and (2) at the front, one equation for continuity and two equations for momentum conservation. We suppose the front to be a mobile jump, with longitudinal velocity varying more rapidly than transverse velocity.We solve these equations by a finite difference method. This involves many topological problems, due to the actual position of the front, which is defined by its intersection with the reference grid (SI, YJ). In the near future our two directions of research will be testing the code on actual avalanches and improving it by trying to make it cheaper without impairing its accuracy.

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