Optimizing Combustion Instability Suppression Using Secondary Fuel Injection

2011 ◽  
Author(s):  
S. Park ◽  
A. Ghosh ◽  
Q. Diao ◽  
K. Yu
Keyword(s):  
Fuel Injection ◽  
Combustion Instability ◽  
Secondary Fuel

Combustion Instability and Emission Control by Pulsating Fuel Injection

2008 ◽  
Vol 130 (1) ◽  
Author(s):  
Christian Oliver Paschereit ◽  
Ephraim Gutmark
Keyword(s):  
High Frequency ◽  
Fuel Injection ◽  
Low Frequency ◽  
Nox Emissions ◽  
Modulation Amplitude ◽  
Pulsation Frequency ◽  
Symmetric Mode ◽  
Instability Mode ◽  
Secondary Fuel ◽  
Symmetric Instability

Open-loop control methodologies were used to suppress symmetric and helical thermoacoustic instabilities in an experimental low-emission swirl-stabilized gas-turbine combustor. The controllers were based on fuel (or equivalence ratio) modulations in the main premixed combustion (premixed fuel injection (PMI)) or, alternatively, in the secondary pilot fuel. PMI included symmetric and asymmetric fuel injection. The symmetric instability mode responded to symmetric excitation only when the two frequencies matched. The helical fuel injection affected the symmetric mode only at frequencies that were much higher than that of the instability mode. The asymmetric excitation required more power to obtain the same amount of reduction as that required by symmetric excitation. Unlike the symmetric excitation, which destabilized the combustion when the modulation amplitude was excessive, the asymmetric excitation yielded additional suppression as the modulation level increased. The NOx emissions were reduced to a greater extent by the asymmetric modulation. The second part of the investigation dealt with the control of low frequency symmetric instability and high frequency helical instability by the secondary fuel injection in a pilot flame. Adding a continuous flow of fuel into the pilot flame controlled both instabilities. However, modulating the fuel injection significantly decreased the amount of necessary fuel. The reduced secondary fuel resulted in a reduced heat generation by the pilot diffusion flame and therefore yielded lower NOx emissions. The secondary fuel pulsation frequency was chosen to match the time scales typical to the central flow recirculation zone, which stabilizes the flame in the burner. Suppression of the symmetric mode pressure oscillations by up to 20dB was recorded. High frequency instabilities were suppressed by 38dB, and CO emissions reduced by using low frequency modulations with 10% duty cycle.

scholarly journals Real-Time Monitoring of Combustion Instability in a Homogeneous Charge Compression Ignition (HCCI) Engine Using Cycle-by-Cycle Exhaust Temperature Measurements

2012 ◽  
Author(s):  
David P. Gardiner ◽  
W. Stuart Neill ◽  
Wallace L. Chippior
Keyword(s):  
Real Time ◽  
Fuel Injection ◽  
Combustion Instability ◽  
Temperature Measurements ◽  
Cylinder Pressure ◽  
Hcci Engine ◽  
Exhaust Temperature ◽  
Indicated Mean Effective Pressure ◽  
Test Engine ◽  
Reference Measurements

This paper describes an experimental study concerning the feasibility of monitoring the combustion instability levels of an HCCI engine based upon cycle-by-cycle exhaust temperature measurements. The test engine was a single cylinder, four-stroke, variable compression ratio Cooperative Fuel Research (CFR) engine coupled to an eddy current dynamometer. A rugged exhaust temperature sensor equipped with special signal processing circuitry was installed near the engine exhaust port. Reference measurements were provided by a laboratory grade, water-cooled cylinder pressure transducer. The cylinder pressure measurements were used to calculate the Coefficient of Variation of Indicated Mean Effective Pressure (COV of IMEP) for each operating condition tested. Experiments with the HCCI engine confirmed that cycle-by-cycle variations in exhaust temperature were present, and were of sufficient magnitude to be captured for processing as high fidelity signal waveforms. There was a good correlation between the variability of the exhaust temperature signal and the COV of IMEP throughout the operating range that was evaluated. The correlation was particularly strong at the low levels of COV of IMEP (2–3%), where production engines would typically operate. A real-time combustion instability signal was obtained from cycle-by-cycle exhaust temperature measurements, and used to provide feedback to the fuel injection control system. Closed loop operation of the HCCI engine was achieved in which the engine was operated as lean as possible while maintaining the COV level at or near 2.5%.

Numerical Study on Thermal Choke Behaviors Driven by Various Rocket Operations in an RBCC Engine in Ramjet Mode

2020 ◽  
Vol 37 (3) ◽  
pp. 305-317
Author(s):  
Lei Shi ◽  
Da Gao ◽  
Liangliang Xing ◽  
Fei Qin ◽  
Guoqiang He
Keyword(s):  
Fuel Injection ◽  
Numerical Study ◽  
Engine Performance ◽  
Generation Process ◽  
Two Dimensional ◽  
Integration Model ◽  
Numerical Studies ◽  
Rocket Plume ◽  
Secondary Fuel ◽  
Sonic Speed

AbstractThermal choke is commonly employed in a fixed geometry RBCC combustor to eliminate the need for physically variable exit geometry. This paper proposed detailed numerical studies based on a two-dimensional integration model to characterize thermal choke behaviors driven by various embedded rocket operations in an RBCC engine at Mach 4 in ramjet mode. The influences of different embedded rocket operations as well as the corresponding secondary fuel injection adjustment on thermal choke generation process, the related thermal throat feature, and the engine performance are analyzed. Operations of embedded rocket bring significant effects on the thermal choke behaviors: (1) the thermal throat feature becomes much more irregular influenced by the rocket plume; (2) the occupancy range in the combustor is significantly lengthened; (3) the asynchrony of the flow in different regions accelerating to sonic speed becomes much more significant; (4) as the rocket throttling ratio decreases, the thermal choke position constantly moves upstream integrally, and the heated flow in the top region that is directly affected by the rocket plume reaches sonic speed more rapidly. Finally, we can conclude that appropriate secondary fuel injection adjustment can provide a higher integration thrust for the RBCC engine with the embedded rocket operating, while the thermal choke is stably controlled, and the increased heat release and combustion pressure are well balanced by the variations of pre-combustion shocks in the inlet isolator.

Sign in / Sign up

Export Citation Format

Share Document