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DOE OSTI2021

Optical Investigation of a Partial Fuel Stratification Strategy to Stabilize Overall Lean Operation of a DISI Engine Fueled with Gasoline and E30

This paper offers new insights into a partial fuel stratification (PFS) combustion strategy that has proven to be effective at stabilizing overall lean combustion in direct injection spark ignition engines. To this aim, high spatial and temporal resolution optical diagnostics were applied in an optically accessible engine working in PFS mode for two fuels and two different durations of pilot injection at the time of spark: 210 µs and 330 µs for E30 (gasoline blended with ethanol by 30% volume fraction) and gasoline, respectively. In both conditions, early injections during the intake stroke were used to generate a well-mixed lean background. The results were compared to rich, stoichiometric and lean well-mixed combustion with different spark timings. In the PFS combustion process, it was possible to detect a non-spherical and highly wrinkled blue flame, coupled with yellow diffusive flames due to the combustion of rich zones near the spark plug. The initial flame spread for both PFS cases was faster compared to any of the well-mixed cases (lean, stoichiometric and rich), suggesting that the flame propagation for PFS is enhanced by both enrichment and enhanced local turbulence caused by the pilot injection. Different spray evolutions for the two pilot injection durations were found to strongly influence the flame kernel inception and propagation. PFS with pilot durations of 210 µs and 330 µs showed some differences in terms of shapes of the flame front and in terms of extension of diffusive flames. Yet, both cases were highly repeatable.

33 ADVANCED PROPULSION SYSTEMS↗

NASA NTRS1949

Comparison of Performance of AN-F-58 Fuel and Gasoline in J34-WE-22 Turbojet Engine

As part of an investigation of the performance of AN-F-58 fuel in various types of turbojet engine, the performance of this fuel in a 3000-pound-thrust turbojet engine has been investigated in an altitude test chamber together with the comparative performance of 62-octane gasoline. The investigation of normal engine performance, which covered a range of engine speeds at altitudes from 5000 to 50,000 feet and flight Mach numbers up to 1.00, showed that both the net thrust and average turbine-outlet temperatures were approximately the same for both fuels. The specific fuel consumption and the combustion efficiency at the maximum engine speeds investigated were approximately the same for both fuels at altitudes up to 35,000 feet, but at an altitude of 50,000 feet the specific fuel consumption was about 9 percent higher and the combustion efficiency was correspondingly lower with the AN-F-58 fuel than with gasoline. The low-engine-speed blow-out limits were about the same for both fuels. Ignition of AN-F-58 fuel with the standard spark plug was possible only with the spark plug in a clean condition; ignition was impossible at all flight conditions investigated when the plug was fouled by an accumulation of liquid fuel from a preceding false start. Use of an extended-electrode spark plug provided satisfactory ignition over a slightly smaller range of altitudes and flight Mach numbers than for gasoline with the standard spark plug.

Dowman, Harry W↗

NASA NTRS2020

Low NOx Fuel-Flex Combustor Summary

Combustion and emissions testing of United Technologies Research Center’s (UTRC’s) small core combustor in NASA GRC’s CE-5 flametube test facility comprising of LTO and cruise conditions has been completed. Sufficient NOx emissions data was collected to formulate correlation equations for assessing reductions in NOx for LTO against CAEP/6 and cruise against 2005 best-in-class. Back-to-back testing of Jet-A fuel and a 50/50 blend of Jet-A with an alternative fuel demonstrated a measurable effect of fuel composition on non-volatile particulate matter emissions. Post-test analysis indicates LTO NOx emissions >80% below CAEP6 in UTRC single-sector tests of small-core N+3 combustor. Documentation describing N+3 combustor concept selected, design approach, initial flametube test & analysis results; and preferred concept recommended for higher fidelity research has also been completed. This Lean Burn combustor concept shows potential to meet/exceed NASA’s Far Term LTO NOX reduction goals, but further investigation of dynamic characteristics of the combustor concept are required to ensure good operability over the entire flight regime conditions.

Angela D Surgenor↗

NASA NTRS1953

Free-flight Performance of a Rocket-boosted, Air-launched 16-inch-diameter Ram-jet Engine at Mach Numbers up to 2.20

The investigation of air-launched ram-jet engines has been extended to include a study of models with a nominal design free-stream Mach number of 2.40. These models require auxiliary thrust in order to attain a flight speed at which the ram jet becomes self-accelerating. A rocket-boosting technique for providing this auxiliary thrust is described and time histories of two rocket-boosted ram-jet flights are presented. In one flight, the model attained a maximum Mach number of 2.20 before a fuel system failure resulted in the destruction of the engine. Performance data for this model are presented in terms of thrust and drag coefficients, diffuser pressure recovery, mass-flow ratio, combustion efficiency, specific fuel consumption, and over-all engine efficiency.

AIR INLETS - NOSE, ANNULAR↗

NASA NTRS1974

Space shuttle orbit maneuvering engine, reusable thrust chamber program. Task 6: Data dump hot fuel element investigation

An evaluation of reusable thrust chambers for the space shuttle orbit maneuvering engine was conducted. Tests were conducted using subscale injector hot-fire procedures for the injector configurations designed for a regenerative cooled engine. The effect of operating conditions and fuel temperature on combustion chamber performance was determined. Specific objectives of the evaluation were to examine the optimum like-doublet element geometry for operation at conditions consistent with a fuel regeneratively cooled engine (hot fuel, 200 to 250 F) and the sensitivity of the triplet injector element to hot fuels.

Nurick, W. H.↗

NASA NTRS1983

Critical research and advanced technology (CRT) support project

A critical technology base for utility and industrial gas turbines by planning the use of coal-derived fuels was studied. Development tasks were included in the following areas: (1) Combustion - investigate the combustion of coal-derived fuels and methods to minimize the conversion of fuel-bound nitrogen to NOx; (2) materials - understand and minimize hot corrosion; (3) system studies - integrate and focus the technological efforts. A literature survey of coal-derived fuels was completed and a NOx emissions model was developed. Flametube tests of a two-stage (rich-lean) combustor defined optimum equivalence ratios for minimizing NOx emissions. Sector combustor tests demonstrated variable air control to optimize equivalence ratios over a wide load range and steam cooling of the primary zone liner. The catalytic combustion of coal-derived fuels was demonstrated. The combustion of coal-derived gases is very promising. A hot-corrosion life prediction model was formulated and verified with laboratory testing of doped fuels. Fuel additives to control sulfur corrosion were studied. The intermittent application of barium proved effective. Advanced thermal barrier coatings were developed and tested. Coating failure modes were identified and new material formulations and fabrication parameters were specified. System studies in support of the thermal barrier coating development were accomplished.

Furman, E. R.↗

NASA NTRS2002

Active Control of Combustor Instability Shown to Help Lower Emissions

In a quest to reduce the environmental impact of aerospace propulsion systems, extensive research is being done in the development of lean-burning (low fuel-to-air ratio) combustors that can reduce emissions throughout the mission cycle. However, these lean-burning combustors have an increased susceptibility to thermoacoustic instabilities, or high-pressure oscillations much like sound waves, that can cause severe high-frequency vibrations in the combustor. These pressure waves can fatigue the combustor components and even the downstream turbine blades. This can significantly decrease the safe operating life of the combustor and turbine. Thus, suppression of the thermoacoustic combustor instabilities is an enabling technology for lean, low-emissions combustors. Under the Aerospace Propulsion and Power Base Research and Technology Program, the NASA Glenn Research Center, in partnership with Pratt & Whitney and United Technologies Research Center, is developing technologies for the active control of combustion instabilities. With active combustion control, the fuel is pulsed to put pressure oscillations into the system. This cancels out the pressure oscillations being produced by the instabilities. Thus, the engine can have lower pollutant emissions and long life.The use of active combustion instability control to reduce thermo-acoustic-driven combustor pressure oscillations was demonstrated on a single-nozzle combustor rig at United Technologies. This rig has many of the complexities of a real engine combustor (i.e., an actual fuel nozzle and swirler, dilution cooling, etc.). Control was demonstrated through modeling, developing, and testing a fuel-delivery system able to the 280-Hz instability frequency. The preceding figure shows the capability of this system to provide high-frequency fuel modulations. Because of the high-shear contrarotating airflow in the fuel injector, there was some concern that the fuel pulses would be attenuated to the point where they would not be effective for control. Testing in the combustor rig showed that open-loop pulsing of the fuel was, in fact, able to effectively modulate the combustor pressure. To suppress the combustor pressure oscillations due to thermoacoustic instabilities, it is desirable to time the injection of the fuel so that it interferes with the instability. A closed-loop control scheme was developed that uses combustion pressure feedback and a phase-shifting controller to time the fuel-injection pulses. Some suppression of the pressure oscillations at the 280-Hz instability frequency was demonstrated (see the next figure). However, the overall peak-to- peak pressure oscillations in the combustor were only mildly reduced. Improvements to control hardware and control methods are being continued to gain improved closed-loop reduction of the pressure oscillations.pulse the fuel at

DeLaat, John C.↗

NASA NTRS2004

Nickel-Coated Aluminum Particles: A Promising Fuel for Mars Missions

Combustion of metals in carbon dioxide is a promising source of energy for propulsion on Mars. This approach is based on the ability of some metals (e.g. Mg, Al) to burn in CO2 atmosphere and suggests use of the Martian carbon dioxide as an oxidizer in jet or rocket engines. Analysis shows that CO2/metal propulsion will reduce significantly the mass of propellant transported from Earth for long-range mobility on Mars and sample return missions. Recent calculations for the near-term missions indicate that a 200-kg ballistic hopper with CO2/metal rocket engines and a CO2 acquisition unit can perform 10-15 flights on Mars with the total range of 10-15 km, i.e. fulfill the exploration program typically assigned for a rover. Magnesium is currently recognized as a candidate fuel for such engines owing to easy ignition and fast burning in CO2. Aluminum may be more advantageous if a method for reducing its ignition temperature is found. Coating it by nickel is one such method. It is known that a thin nickel layer of nickel on the surface of aluminum particles can prevent their agglomeration and simultaneously facilitate their ignition, thus increasing the efficiency of aluminized propellants. Combustion of single Ni-coated Al particles in different gas environments (O2, CO2, air) was studied using electrodynamic levitation and laser ignition. It was shown that the combustion mechanisms depend on the ambient atmosphere. Combustion in CO2 is characterized by the smaller size and lower brightness of flame than in O2, and by phenomena such as micro-flashes and fragment ejection. The size and brightness of flame gradually decrease as the particle burns.

Shafirovich, Evgeny↗

NASA NTRS2016

Impact of Flight Enthalpy, Fuel Simulant, and Chemical Reactions on the Mixing Characteristics of Several Injectors at Hypervelocity Flow Conditions

The high total temperatures or total enthalpies required to duplicate the high-speed flight conditions in ground experiments often place stringent requirements on the material selection and cooling needs for the test articles and intrusive flow diagnostic equipment. Furthermore, for internal flows, these conditions often complicate the use of nonintrusive diagnostics that need optical access to the test section and interior portions of the flowpath. Because of the technical challenges and increased costs associated with experimentation at high values of total enthalpy, an attempt is often made to reduce it. This is the case for the Enhanced Injection and Mixing Project (EIMP) currently underway in the Arc-Heated Scramjet Test Facility at the NASA Langley Research Center. The EIMP aims to investigate supersonic combustion ramjet (scramjet) fuel injection and mixing physics, improve the understanding of underlying physical processes, and develop enhancement strategies and functional relationships between mixing performance and losses relevant to flight Mach numbers greater than 8. The experiments will consider a "direct-connect" approach and utilize a Mach 6 nozzle to simulate the combustor entrance flow of a scramjet engine. However, while the value of the Mach number is matched to that expected at the combustor entrance in flight, the maximum value of the total enthalpy for these experiments is limited by the thermal-structural limits of the uncooled experimental hardware. Furthermore, the fuel simulant is helium, not hydrogen. The use of "cold" flows and non-reacting mixtures of fuel simulants for mixing experiments is not new and has been extensively utilized as a screening technique for scramjet fuel injectors. In this study, Reynolds-averaged simulations are utilized (RAS) to systematically verify the implicit assumptions used by the EIMP. This is accomplished by first performing RAS of mixing for two injector configurations at planned nominal experimental conditions. The mixing parameters of interest, such as mixing efficiency and total pressure recovery, are then computed and compared to the values obtained from RAS under the true enthalpy conditions and using helium and hydrogen. Finally, the impact of combustion on mixing, often deemed small enough to neglect at hypervelocity conditions, is assessed by comparing the results obtained from the hydrogen-fueled reacting and non-reacting RAS. For reacting flows, in addition to mixing efficiency and total pressure recovery, the combustion efficiency and thrust potential are also considered. In all of the simulations, the incoming air Mach number and the fuel-to-air ratio are the same, while the total pressure, total enthalpy, and the fuel simulant vary depending on the case considered. It is found that under some conditions the "cold" flow experiments are a good approximation of the flight.

Drozda, Tomasz G.↗

DOE OSTI2025

Free-spray characteristics and spray-wall interactions of methanol on a gasoline direct injector under flash-boiling and non-flash-boiling conditions

Methanol is considered a promising alternative fuel for internal combustion engines (ICEs) due to its high-octane number, fast laminar flame speed, and elevated latent heat of vaporization, all of which support higher compression ratios and improved thermal efficiency. However, its substantial latent heat of vaporization also poses cold-start challenges, such as misfire and fuel film deposition. This study aims to investigate methanol spray morphology and spray-wall interaction using the Spray M injector from the Engine Combustion Network within a constant-pressure flow vessel. A recently developed unified numerical framework capable of modeling both flash and non-flash boiling sprays is validated against experimental liquid volume fraction data acquired via 3-D computed tomography. Here, the results reveal that flash boiling significantly alters the spray morphology, leading to smaller droplets and spray collapse due to enhanced air-entrainment-induced turbulence. Quantitative agreement between experiments and simulations confirms this behavior. Coupled 0-D equilibrium and 3-D computational fluid dynamics analyses show that flash boiling accelerates evaporation and reduces fuel residence time, while non-flash conditions maintain a persistent liquid core more susceptible to wall wetting. Wall temperature diagnostics reveal that spray collapse alters heat transfer patterns by shifting cooling effects. Mixture fraction analysis indicates that evaporation is primarily governed by shear-layer turbulence, though deviations from adiabatic equilibrium mixing emerge under low-turbulence conditions. Finally, increasing fuel, ambient, and wall temperatures reduces wall wetting and film thickness, mitigating cold-start risks. These findings enhance the understanding of methanol sprays’ behavior and support its adoption as a viable, alternative fuel for ICEs.

Engine Combustion Network↗

NASA NTRS1997

Spray combustion modeling

Concern over the future availability of high quality liquid fuels or use in furnaces and boilers prompted the U. S. Department of Energy (DOE) to consider alternate fuels as replacements for the high grade liquid fuels used in the 1970's and 1980's. Alternate fuels were defined to be combinations of a large percentage of viscous, low volatility fuels resulting from the low end of distillation mixed with a small percentage of relatively low viscosity, high volatility fuels yielded by the high end of distillation. The addition of high volatility fuels was meant to promote desirable characteristics to a fuel that would otherwise be difficult to atomize and burn and whose combustion would yield a high amount of pollutants. Several questions thus needed to be answered before alternate fuels became commercially viable. These questions were related to fuel atomization, evaporation, ignition, combustion and pollutant formation. This final report describes the results of the most significant studies on ignition and combustion of alternative fuels.

Combustion↗

NASA NTRS1982

Gas turbine critical research and advanced technology (CRT) support project

The technical progress to provide a critical technology base for utility gas turbine systems capable of burning coal-derived fuels is summarized. Project tasks include the following: (1) combustion - to investigate the combustion of coal-derived fuels and the conversion of fuel-bound nitrogen to NOx; (2) materials - to understand and prevent the hot corrosion of turbine hot section materials; and (3) system studies - to integrate and guide the technological efforts. Technical accomplishments include: an extension of flame tube combustion testing of propane - Toluene Fuel Mixtures to vary H2 content from 9 to 18 percent by weight and the comparison of results with that predicted from a NASA Lewis General Chemical Kinetics Computer Code; the design and fabrication of combustor sector test section to test current and advanced combustor concepts; Testing of Catalytic combustors with residual and coal-derived liquid fuels; testing of high strength super alloys to evaluate their resistance to potential fuel impurities using doped clean fuels and coal-derived liquids; and the testing and evaluation of thermal barrier coatings and bond coatings on conventional turbine materials.

Furman, E. R.↗

DOE OSTI2024

Kinetics of low temperature plasma assisted NH 3 /H 2 oxidation in a nanosecond-pulsed discharge

Ammonia (NH 3 ) has been widely recognized as one of the carbon-neutral fuels. However, ammonia combustion suffers low reactivity and high N 2 O/NO x emissions. Here, to overcome these issues, this work reports plasma assisted NH 3 /H 2 oxidation and unveils the kinetics of fuel oxidation and N 2 O/NO x formation by combining time-resolved laser diagnostics with plasma modeling. Firstly, we found that the NH 3 consumption is promoted with a H 2 blending ratio of 0.3, due to enhancements of H and OH formation by plasma assisted H 2 dissociation. Secondly, at a high reduced electric field, when the H 2 blending ratio increases, the NH 3 oxidation is promoted due to both the HO 2 formation and strong NO kinetic enhancement via NO-HO 2 and NO 2 -H pathways. In the meantime, it is shown that the NO mole fraction also increases with H 2 blending ratio, because the NO formation is enhanced via N( 2 D)-O 2 pathways, and the DeNO x chemistry is weakened with less NH 2 production. By contrast, at a lower reduced electric field, when the H 2 blending ratio increases, the decreased N( 2 D) formation does not produce enough NO to replenish the NO formation drop caused by lower NH 3 concentration. Thirdly, the reduced electric field non-monotonically affects fuel consumption and N 2 O/NO x formation by manipulating electron energy deposition pathways. The NH 3 consumption is maximized with an optimal reduced electric field where N 2 * excitation and O 2 dissociation are most efficient. When the reduced electric field deviates from its optimum, the NH 3 consumption decreases due to the discharge energy deposition to either vibrational excitation or dissociation of N 2 . The N 2 O/NO x emissions governed by the NH 3 oxidation follow the above NH 3 consumption trend.

70 PLASMA PHYSICS AND FUSION TECHNOLOGY↗

NASA NTRS1973

Restart transients of hybrid rocket engines.

Experimental investigation of the problems associated with restarting hybrid rocket motors (i.e., motors wherein a liquid or gaseous oxidizer is injected into the port of a solid fuel grain with subsequent mixing and combustion of the oxidizer and fuel) following a brief period of extinguishment. The results include the finding that the ignition delay on restart is decreased because less energy is absorbed by the fuel before the surface reaches the ignition point.

Saraniero, M. A.↗

NASA NTRS1982

Progress in ceramic component fabrication technology

Net shape techniques have been used in the production of rotating and static vehicular engine high-temperature components composed of sintered Alpha-SiC (SASC). Injection-molded rotors have been cold spin tested, as well as a slip-cast combustor assembly hot rig. SASC pistons and cylinder liners have also been constructed for an opposed piston, two-cycle diesel test rig while test results are presented. An uncooled, minimum-friction internal combustion engine with multi-fuel capability due to its elevated combustion temperatures appears to be achievable in the near term by means of SASC techniques. The flexural strength of SASC at 1500 C is 446 MPa, identical to that at room temperature, and excellent strength retention has been demonstrated after 3500 hours of cyclic exposure.

Storm, R. S.↗

NASA NTRS1989

High speed commercial transport fuels considerations and research needs

NASA is currently evaluating the potential of incorporating High Speed Civil Transport (HSCT) aircraft in the commercial fleet in the beginning of the 21st century. NASA sponsored HSCT enabling studies currently underway with airframers and engine manufacturers, are addressing a broad range of technical, environmental, economic, and related issues. Supersonic cruise speeds for these aircraft were originally focused in the Mach 2 to 5 range. At these flight speeds, both jet fuels and liquid methane were considered potential fuel candidates. For the year 2000 to 2010, cruise Mach numbers of 2 to 3+ are projected for aircraft fuel with thermally stable liquid jet fuels. For 2015 and beyond, liquid methane fueled aircraft cruising at Mach numbers of 4+ may be viable candidates. Operation at supersonic speeds will be much more severe than those encountered at subsonic flight. One of the most critical problems is the potential deterioration of the fuel due to the high temperature environment. HSCT fuels will not only be required to provide the energy necessary for flight, but will also be subject to aerodynamic heating and, will be required to serve as the primary heat sink for cooling the engine and airframe. To define fuel problems for high speed flight, a fuels workshop was conducted at NASA Lewis Research Center. The purpose of the workshop was to gather experts on aviation fuels, airframe fuel systems, airport infrastructure, and combustion systems to discuss high speed fuel alternatives, fuel supply scenarios, increased thermal stability approaches and measurements, safety considerations, and to provide directional guidance for future R and D efforts. Subsequent follow-up studies defined airport infrastructure impacts of high speed fuel candidates. The results of these activities are summarized. In addition, an initial case study using modified in-house refinery simulation model Gordian code (1) is briefly discussed. This code can be used to simulate different types of refineries, emphasizing jet fuel production and relative cost factors.

Lee, C. M.↗

DOE OSTI2022

Fuel injector with duct assembly

Methods and systems are provided for a fuel injector of an internal combustion engine. In one example, a fuel injector includes a body having a flange shaped to seat within a shoulder of a passage of a cylinder head. The shoulder is positioned at an inner side of the cylinder head such that the fuel injector is coupled to the cylinder head at the inner side by the flange.

Kurtz, Eric↗

NASA NTRS2004

Nickel-coated Aluminum Particles: A Promising Fuel for Mars Missions

Shafirovich, Evgeny↗