Nitrogen dilution effect on flame stability in a lifted non-premixed turbulent hydrogen jet with coaxial air

The nitrogen dilution effect on flame stability was experimentally investigated in a lifted non-premixed turbulent hydrogen jet with coaxial air. Hydrogen gas was used as the fuel and coaxial air was injected to initiate flame liftoff. Hydrogen was injected into an axisymmetric inner nozzle (d_F = 3.65 mm) and coaxial air jetted from an axisymmetric outer nozzle (d_A = 14.1 mm). The fuel jet and coaxial air velocities were fixed at u_F = 200 m/s and u_A = 16 m/s, while the mole fraction of the nitrogen diluent gas varied from 0.0 to 0.2 with a 0.1 step. For the analysis of the flame structure and the flame stabilization mechanism, the simultaneous measurement of PIV/OH PLIF was performed. The stabilization point was in the region of the flame base with the most upstream region and was defined as the point where the turbulent flame propagation velocity was found to be balanced with the axial component of the local flow velocity. The turbulent flame propagation velocity increased as the nitrogen mixture fraction decreased. The nitrogen dilution makes the flame structure more premixed. That is, the stabilization mechanism shifts from edge flame propagation based mechanism toward premixed flame propagation based mechanism. We concluded that the turbulent flame propagation velocity was expressed as a function of the turbulent intensity and the axial strain rate, even though the mole fraction of the nitrogen diluent varied.     

The effect of CO2 dissolved in a diesel fuel on the jet flame characteristics

This paper is concerned with an experimental study of the jet diffusion flame characteristics of fuel containing CO₂. Using diesel fuel containing dissolved CO₂ gas, experiments were performed under atmospheric conditions with a diesel hole-type nozzle of 0.19 mm orifice diameter at constant injection pressure. In this study, four different CO₂ mass fraction in diesel fuel such as 3.13%, 7.18%, 12.33% and 17.82% were used to study the effect of CO₂ concentration on the jet flame characteristics. Jet flame characteristics were measured by direct photography, meanwhile the image colorimetry is used to assess the qualitative features of jet flame temperature. Experimental results show that the CO₂ gas dilution effect and the atomization effect have a great influence on the flame structure and average temperature. When the injection pressure of diesel fuel increased from 4 MPa to 6 MPa, the low temperature flame length increased from 18.4 cm to 21.7 cm and the full temperature flame length decreased from 147.6 cm to 134.7 cm. With the increase of CO₂ gas dissolved in the diesel fuel, the jet flame full length decreased for the jet atomization being improved greatly meanwhile the low temperature flame length increased for the CO₂ gas dilution effect; with the increase of CO₂ gas dissolved in the diesel fuel, the average temperature of flame increases firstly and then falls. Experimental results validate that higher injection pressure will improve jet atomization and then increased the flame average temperature.     

Experimental studies of bluff-body stabilized LPG diffusion flames

Bluff-body stabilized turbulent jet diffusion flame has received renewed attention in recent years due to its practical applications. An experimental study is carried out to investigate the effect of coaxial air velocity, U_a, and lip-thickness, δ of the bluff-body on the flame stability limits and emission levels. The stability limits of a typical diffusion flame can be characterized in terms of two parameters namely flame lift-off height and blow-off velocity. It is experimentally observed that lift-off height is not linearly dependent on the fuel exit velocity, U_f, as compared to the simple jet. The flame stability is found to be improved for larger lip-thickness bluff-body because of the presence of lower pressure in the wake region behind the bluff-body. Flame length is observed to be dominated by buoyancy and momentum regimes. The transition from buoyancy to momentum regime is found to be extended with increase in lip-thickness. It is also observed that the blow-off limit is also extended further by 10% as compared to simple jet diffusion flames under similar conditions. The emissions data are reported in terms of mass based emission index, EINO_x (g [NO_x]/kg [fuel]) for a wide range of flow conditions. It is concluded that the addition of coaxial air in the larger lip-thickness bluff-body flames causes a marginal reduction in emission levels relative to smaller lip-thickness bluff-body.     

Flame stability and emission characteristics of turbulent LPG IDF in a backstep burner

The stability characteristics and emissions from turbulent LPG inverse diffusion flame (IDF) in a backstep burner are reported in this paper. The blow-off velocity of turbulent LPG IDF is observed to increase monotonically with fuel jet velocity. In contrast to normal diffusion flames (NDF), the flame in the present IDF burner gets blown out without getting lifted-off from the burner surface. The soot free length fraction, SFLF, defined as the ratio of visible premixing length, H_p, to visible flame length, H_f, is used for qualitative estimation of soot reduction in this IDF burner. The SFLF is found to increase with central air jet velocity indicating the occurrence of extended premixing zone in the vicinity of flame base. Interestingly, the soot free length fraction (SFLF) is found to be correlated well with the newly devised parameter, global momentum ratio. The peak value of EINO_X happens to occur closer to stoichiometric overall equivalence ratio.     

Experimental investigation of laminar LPG–H2 jet diffusion flame with preheated reactants

This paper presents an experimental investigation of the effect of H₂ addition on flame length, soot free length fraction (SFLF), flame radiant fraction, gas temperature and emission level in LPG–H₂ composite fuel jet diffusion flame for two preheated cases namely, (i) preheated air and (ii) preheated air and fuel. Results show that the H₂ addition leads to a reduction in flame length which may be caused due to an increased gas temperature. Besides this, the flame length is also observed to be reduced with increasing reactants temperature. The soot free length fraction (SFLF) increases as H₂ is added to fuel stream. This might have been caused by decrease in the C/H ratio in the flame and is favorable to attenuate PAH formation rate. Interestingly, the SFLF is observed to be reduced with increasing reactants temperature that may be due to reduction in induction period of soot formation caused by enhanced flame temperature. Moreover, the decreased radiant heat fraction with hydrogen addition is pertinent with the reduction in soot concentration level. The reduction in NO_x emission level with H₂ addition to the fuel stream is also observed. On the contrary, NO_x emission level is found to be enhanced significantly with reactant temperature that can be attributed to the increase in thermal NO_x through Zeldovich mechanism.     

Effects of recessed air jet on turbulent compressed natural gas inverse diffusion flame shape and luminosity

Effects of the recession of the central air jet on the visible flame height, necking zone, and luminosity of a turbulent compressed natural gas-air inverse diffusion flame in a coaxial burner are investigated in this experimental study. The inner circular tube of the coaxial burner is recessed by 0.25d _a , 0.5d _a , and 1.0d _a , where d _a is the central tube inner diameter. From the visual observation, the flame height and the necking zone height are observed to decrease exponentially with the air jet Reynolds number with no recession of the central air jet. However, only a marginal reduction in the visible flame height is observed with an increase in the recession height of the air jet as compared to the necking zone height. Interestingly, the necking zone at the flame base disappears beyond the critical recession height of the central jet. Moreover, the recession is found to be effective in eradicating the fuel rich zone and soot ring at the flame base of turbulent compressed natural gas inverse diffusion flame at lower air jet Reynolds numbers.     

Liftoff height behavior in a non-premixed turbulent hydrogen jet with coaxial air

To understand hydrogen lifted flames, the experimental approximation of liftoff height in non-premixed turbulent conditions was studied. The objectives were to analyze liftoff height behavior and to derive the normalized expression for lifted jet with the effective diameter (d_F,eff). Hydrogen flow velocity varied from 100 m/s to 300 m/s. Coaxial air velocity was regulated from 12 m/s to 20 m/s. For the simultaneous measurement of velocity field and reaction zone, particle image velocimetry using hydroxyl radicals (PIV/OH) planar laser-induced fluorescence (PLIF) techniques with neodymium-droped yttrium–aluminum-gamet (Nd:YAG) lasers and charge-coupled device/intensified charge-coupled device (CCD/ICCD) cameras were used. Liftoff height decreased with increased fuel velocity. The flame stabilized in a lower velocity region next to the faster fuel jet due to the mixing effects of the coaxial air flow. The stabilization point was defined as the point where local flow velocity is balanced with turbulent flame propagation velocity. On the basis of the far field concept, we could derive the experimental approximation of the liftoff height divided by the effective diameter.     

Experimental study of bluff-body stabilized LPG-H2 jet diffusion flame with preheated reactant

The effects of hydrogen, H₂ addition and preheated reactants on bluff-body stabilized LPG-H₂ diffusion flame for two cases namely, (I) preheated air and (II) preheated air and fuel are reported in the present paper. Results confirm that the H₂ addition leads to a reduction in flame length. Besides this, the flame length is also observed to be reduced with increasing reactant temperature and lip thickness of the bluff-body. The soot free length fraction (SFLF) for both cases is observed to be increased with H₂ addition to fuel stream, which might have caused due to decrease in the C/H ratio in the flame. Interestingly, the SFLF is observed to be reduced with increasing lip thickness and reactants temperature, which can be attributed to the attenuation in induction period of soot formation and enhanced soot volume fraction, respectively. The NO_x emission level is found to be decreased in coaxial burner with hydrogen addition for both case I and II. In contrast, it is observed to be enhanced in bluff-body stabilized flame. The former can be ascribed to the reduction in residence time of gas mixture, whereas the latter can be explained on the basis of enhanced flame temperature. Besides this, emission index of NO_x (EINO_x) is also found to be enhanced with increase in lip thickness and reactant temperature which may be caused due to both enhanced residence time and thermal effect, respectively.     

Adiabatic laminar burning velocities of CH4 + H2 + air flames at low pressures

Experimental measurements of the adiabatic burning velocity in methane + hydrogen + air flames using the Heat Flux method are presented. The hydrogen content in the fuel was varied from 0 to 20%. Non-stretched flames were stabilized on a perforated plate burner from 20 to 100 kPa. The equivalence ratio was varied from 0.8 to 1.4. Adiabatic burning velocities of CH₄ + H₂ + air mixtures were found in good agreement with the literature results at atmospheric pressure. Also low-pressure measurements in CH₄ + air flames performed earlier were accurately reproduced. The effects of enrichment by hydrogen on the laminar burning velocity at low pressures have been studied for the first time. Calculated burning velocities using the Konnov mechanism are in satisfactory agreement with the experiments over the entire range of conditions. Pressure dependences of the burning velocities for the three fuels studied could be approximated by an empirical exponential correlation.     

Laminar burning velocities of three C3H6O isomers at atmospheric pressure

Laminar flames of three C₃H₆O isomers (propylene oxide, propionaldehyde and acetone), representative of cyclic ether, aldehyde and ketone species important as intermediates in oxygenated fuel combustion, have been studied experimentally and computationally. Most of these flames exhibited a non-linear dependency of flame speed upon stretch rate and two complementary independent techniques were adopted to provide the most reliable burning velocity data. Significant differences in burning velocity were noted for the three isomers: propylene oxide + air mixtures burned fastest, then propionaldehyde + air, with acetone + air flames being the slowest; the latter also required stronger ignition sources. Numerical modelling of these flames was based on the Konnov mechanism, enhanced with reactions specific to these oxygenated fuels. The chemical kinetics mechanism predicted flame velocities in qualitative rather than quantitative agreement with the measurements. Sensitivity analysis suggested that the calculated flame speeds had only a weak dependency upon parent fuel-specific reactions rates; however, consideration of possible break-up routes of the primary fuels has allowed identification of intermediate compounds, the chemistry of which requires a better definition.     

带侧边微孔射流扰动火焰结构特性

In this paper, an innovative jet lifted flame with side micro-jets has been proposed and its effects on the flame structure have also been investigated. Due to the changes of the initial combustion conditions, mixing and aerodynamics which resulted from the perturbation of the side micro-jets, such a lifted jet flame has different flame structure compared with the common premixed flame. Results demonstrate that use of the micro-jets can control, to a certain extent, the flame structure, including the flame length, lift-off distance and blow-off limit. With the same fuel and air flow rate, the flame length with the side micro-jets will decrease about 5%-40% as the air volume ratio α increases from 58%-76%. Compared with the common diffusion flame, the jet flame with the side micro-jets demonstrates to be easier to be a momentum-dominated flame. The flame length with 2 micro-jets is about 5% less than with 6 micro-jets under the same fuel and air flow rate. With the same α, the fewer number of the controlled jets lead to the flame with relatively shorter length, not easier to be blown off and higher NOx emission. With cer-tain fuel flow rate, the critical air volume ratio is largest for the flame with 3 micro-jets, which is more difficult to be blown off than the cases with 2, 4 or 6 micro-jets.     

Determination of schmidt number of mixed fuels by the characteristics of laminar lifted jet flames

A method to determine the Schmidt number of fuel is proposed from the behavior of laminar lifted jet flames. Based on the observation of a laminar lifted flame edge, the flame stabilization point is located along the stoichiometric contour in the mixing layer of fuel and air in laminar jets, since a tribrachial (triple) flame structure exists which is composed of a diffusion flame, a rich premixed flame and a lean premixed flame, all extending from a single location. For the flame edge to be stationary, the axial velocity at the edge should balance with the propagation speed of the tribrachial flame. Since the region between the flame stabilization point and the nozzle exit can be treated as a cold jet, the jet theory of momentum and species can be applied to obtain the correlation of liftoff height with jet velocity and nozzle diameter of . Using this relation, the mixture of fuels having Sc<1 and Sc>1 are tested. The dependence of liftoff height on jet velocity is curve-fitted to extract the effective Schmidt number of mixed fuels. Experimentally determined Schmidt numbers agree satisfactorily with the theoretical predictions from the kinetic theory.     

Laminar flame speeds and extinction limits of conventional and alternative jet fuels

Experimental results of laminar flame speeds and extinction stretch rates for the conventional (Jet-A) and alternative (S-8) jet fuels are acquired and compared to the results from our earlier studies for neat hydrocarbon surrogate components, including n-decane and n-dodecane. Specifically, atmospheric pressure laminar flame speeds are measured using a counterflow twin-flame configuration for Jet-A/O₂/N₂ and S-8/O₂/N₂ mixtures at preheat temperatures of 400, 450, and 470 K and equivalence ratios ranging from 0.7 to 1.4. The flow field is recorded using digital particle image velocimetry. Linear extrapolation is then applied to determine the unstretched laminar flame speed. Experimental data for the extinction stretch rates of the nitrogen diluted jet fuel/oxidizer mixtures as a function of equivalence ratio are also obtained. In addition, the experimental data of Jet-A are compared to the computed values using a chemical kinetic mechanism for a kerosene surrogate reported in literature. A sensitivity analysis is further performed to identify the key reactions affecting the laminar flame speed and extinction stretch rate for this kerosene surrogate.     

Experimental study of N<Subscript>2</Subscript> dilution on bluff-body stabilized LPG jet diffusion flame

The present paper reports the effects of N₂ addition and preheating of reactants on bluff-body stabilized coaxial LPG jet diffusion flame for two cases, namely, (I) preheated air and (II) preheated air and fuel. Experimental results confirm that N₂ addition to the fuel stream leads to an enhancement in flame length, which may be attributed to the reduction in flame temperature. The soot free length fraction (SFLF) also increases, which might be caused by the decrease in fuel concentration and flame temperature. The flame length and also the SFLF are observed to be reduced with increasing temperature of reactants and lip thickness of the bluff body. The NO _x emission level for all burner configurations are found to be attenuated with nitrogen addition, which can be attributed to the reduction of the residence time of the gas mixture in the flame. The emission index of NO _x (EINO _x ) also becomes enhanced with increasing lip thickness and reactant temperature due to an increased residence time and thermal effect, respectively. __________ Translated from Fizika Goreniya i Vzryva, Vol. 45, No. 1, pp. 3–10, January–February, 2009.     

Hydrodesulfurization of jet fuel by pre-saturated one-liquid-flow technology for mobile fuel cell applications

To prevent the catalysts in fuel cell systems from poisoning by sulfur containing substances the fuel to be used must be desulfurized to a maximum of 10 ppm of sulfur. Thereby, damage to the catalysts in the fuel cell and the reformer can be avoided. Diesel fuel for road vehicles within the EU is already desulfurized at the refinery. However, jet fuel is permitted to have up to 3000 ppm of sulfur. Since the hydrodesulfurization process used in refineries is not suitable for mobile applications, the aim of the present work was to develop an alternative desulfurization process for jet fuel and to determine its technical feasibility.To this end, many processes were assessed with respect to their application in fuel cell based auxiliary power units (APUs). Among them, hydrodesulfurization with pre-saturation was selected for detailed investigations. Laboratory tests revealed that also syngas operation is possible without any performance loss in comparison to operation with hydrogen. Pure hydrogen is not available in a fuel cell system based on reforming of jet fuel. The effects of reaction temperature, operating pressure and liquid hourly space velocity (LHSV) were investigated. Different jet fuel qualities with up to 3000 ppm of sulfur were desulfurized to a level of 15-22 ppm.Finally, the technical applicability of hydrodesulfurization with pre-saturation was demonstrated in a pilot plant with an electrical power of 5 kW, going beyond the laboratory scale. In a 200-h experiment, a commercial jet fuel with 712 ppm of sulfur was desulfurized to a maximum sulfur content of 10 ppm. Besides this, H₂S separation by stripping with air turned out to be a suitable method for APU applications. The aim of developing a suitable process for the desulfurization of jet fuel in fuel cell APUs has thus been achieved.     

Performance of XSCoF (X = Ba, La and Sm) and LSCrX′ (X′ = Mn, Fe and Al) perovskite-structure materials on LSGM electrolyte for IT-SOFC

X_0.5Sr_0.5Co_0.8Fe_0.2O_3−δ (X = Ba, La and Sm) and La0.75Sr0.25Cr0.5X^′0.5O3−δ (X′ = Mn, Fe and Al) mixed ionic-electronic conducting perovskite-based oxides have been tested as SOFC electrode materials on La_0.9Sr_0.1Ga_0.8Mg_0.2O_2.85 (LSGM) electrolytes under different atmospheres (air, oxygen, argon and dry and wet 5% H₂/Ar) and the area-specific resistances (ASR) were compared. Ba_0.5Sr_0.5Co_0.8Fe_0.2O_3−δ (BSCoF) possesses the lowest ASR values in air (0.04 Ω cm² at 1073 K) whilst La_0.75Sr_0.25Cr_0.5Mn_0.5O_3−δ (LSCrM) possesses the lowest ASR values in wet 5% H₂/Ar (0.28 Ω cm² at 1073 K). In addition, fuel cell tests were carried out using wet 5% H₂/Ar as fuel and air as oxidant. The maximum power density (∼123 mW cm⁻²) at 1073 K was reached with the electrolyte-supported system BSCoF/LSGM/LSCrM (∼1.5 mm electrolyte thickness). Furthermore, LSCrX′ materials were used simultaneously as cathode and anode in fuel cell tests and the symmetric system LSCrM/LSGM/LSCrM (∼1.5 mm electrolyte thickness) reached a maximum power density of ∼54 mW cm⁻² at 1073 K.     

Assessment of the shape of vertical jet fires

Experiments were carried out on relatively large vertical propane sonic and subsonic exit velocity jet fires (up to approximately 10 m in length and 1.5 m in width). The main geometrical features of jet fires (flame shape, length and width) were determined by analyzing infrared images. From the observations of visible and infrared images, the flame boundary was defined as that corresponding to a temperature of 800 K. Results were compared with the shapes proposed in previous research projects. In the present study, data for sonic and subsonic exit velocity flames indicated that a cylindrical shape could accurately describe the shape of a vertical propane jet fire in still air. The length of such a cylindrical jet fire was the radiant flame length and the equivalent diameter was that corresponding to a volume equal to that surrounded by the aforementioned boundary. The ratio of flame length to diameter was found to be 7. Expressions are proposed to predict the values of jet flame length and width as a function of orifice exit diameter and Reynolds number.     

Dry catalytic partial oxidation of diesel-fuel distillates into syngas

Volatile compounds distilled below 205 °C from diesel fuel are reformed into synthesis gas by dry catalytic partial oxidation using porous membrane reactors, eliminating complex liquid-fuel injectors and fuel-air mixers, greatly simplifying reformers for applications with solid-oxide fuel cells and NO_x traps. For distillates utilizing 20 wt% of the diesel fuel, 88 mol% of the carbon is converted into CO and 75 mol% of the hydrogen into H₂. Rationale is as follows: Long-chain n-alkanes such as n-hexadecane, with normal boiling point, 286.5 °C, but autoignition temperature, 205 °C, are the least thermally stable hydrocarbons in diesel fuel. If attempts are made to vaporize diesel fuel under oxygen-lean conditions without precautions, long-chain n-alkanes crack at autoignition temperatures forming radicals that initiate polymerization. By eliminating more troublesome compounds by distillation, and by effusing cooler air through porous ceramic membranes to react radicals with oxygen, carbon deposition is largely suppressed. A perovskite catalyst, fed pre-heated air at >900 °C, provides a reservoir of mobile lattice oxygen to react with adsorbed carbon. In continuous runs of 72 h, carbon deposition was negligible in the reactor, on the catalyst, and in the exhaust, except for minor graphite deposited onto walls near the catalytic hot zone.     

Regimes of Unstable Expansion and Diffusion Combustion of a Hydrocarbon Fuel Jet

Results of an experimental study of hydrodynamics and diffusion combustion of hydrocarbon jets are presented. Various regimes of instability development both in the jet flame proper and inside the source of the fuel jet are considered. The experiments are performed for the case of subsonic gas jet expansion into the air from a long tube 3.2 mm in diameter in the range of Reynolds numbers from 200 to 13 500. The fuel is the propane–butane mixture in experiments with a cold jet (without combustion) and pure propane or propane mixed with an inert dilutant (CO₂ or He) for the jet flame. The mean velocity and velocity fluctuations in the near field of the jet without combustion are measured. Among four possible regimes of cold jet expansion (dissipative, laminar, transitional, and turbulent), three last regimes are investigated. The Hilbert visualization of the reacting flow is performed. The temperature profiles in the near field of the jet are measured by a Pt/Pt–Rh thermocouple. An attached laminar flame is observed in the transitional regime of propane jet expansion from the tube. In the case of combustion of C₃H₈ mixtures with CO₂ or with He in the range of Reynolds numbers from 1900 to 3500, the transitional regime is detected in the lifted flame. Turbulent spots formed in the tube in the transitional regime exert a significant effect on the flame front position: they can either initiate a transition to a turbulent flame or lead to its laminarization.