Fundamental studies in hydrogen-rich combustion : instability mechanisms and dynamic mode selection

Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2010.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.Cataloged from PDF version of thesis.Includes bibliographical references (p. 121-127).Hydrogen-rich alternative fuels are likely to play a significant role in future power generation systems. The emergence of the integrated gasification combined cycle (IGCC) as one of the favored technologies for incorporating carbon capture into coal-based power plants increases the need for gas turbine combustors which can operate on a range of fuels, particularly syngas, a hydrogen-rich fuel produced by coal gasification. Lean premixed combustion, the preferred high-efficiency, low-emissions operating mode in these combustors, is susceptible to strong instabilities even in ordinary fuels. Because hydrogen-rich fuels have combustion properties which depend strongly on composition, avoiding the dynamics that energize combustion instability across all operating conditions is a significant challenge. In order to explore the effect of fuel composition on combustion dynamics, a series of experiments were carried out in two optically-accessible laboratory-scale combustors: a planar backward-facing step combustor and an axisymmetric swirlstabilized combustor. Fuels consisting of carbon monoxide and hydrogen, or propane and hydrogen were tested over a range of equivalence ratios and at various inlet temperatures. Dynamic pressure and chemiluminescence measurements were taken for each case. High-speed video and stereographic particle imaging velocimetry were used to explore the dynamic interactions between the flame and the flow field of the combustor. Stable, quasi-stable, and unstable operating modes were identified in each combustor, with each mode characterized by a distinct dynamic flame shape and acoustic response which is dependent on the composition of the reactants and the inlet temperature. In both combustors, the quasi-stable and unstable modes are associated with acoustically driven flame-vortex interactions in the combustion-anchoring region. In the planar combustor, the flame is convoluted around a large wake vortex, which is periodically shed from the step. In the swirl-stabilized combustor, the flame shape is controlled by the dynamics of the inner recirculation zone formed as a result of vortex breakdown. In both cases, the unstable mode is associated with velocity oscillation amplitudes that exceed the mean flow velocity. The apparent similarity between the response curves and flame dynamics in the two combustors indicate that the intrinsic local dynamics--instead of global acoustics--govern the flame response. Analysis shows that for each combustor, the pressure response curves across a range of operating conditions can be collapsed onto a single curve by introducing an appropriate similarity parameter that captures the flame response to the vortex. Computations are performed for stretched flames in hydrogen-rich fuels and the results are used to explain the observed similarity and to define the form of the similarity parameter. This similarity parameter works equally well for both experiments across fuel compositions and different inlet conditions, demonstrating that it fundamentally embodies the reciprocity between the flow and the combustion process that drives the instability. A linear model of the combustor's acoustics shows that the onset of combustion instability at a particular frequency can be related to a time delay between the velocity and the exothermic response of the flame that is inversely proportional to the local burning velocity. This analysis captures the impact of the fuel composition and operating temperature on the mode selection through an appropriately-weighted strained flame consumption speed, further emphasizing the influence of local transport-chemistry interactions on the system response. This new result confirms the role of turbulent combustion dynamics in driving thermoacoustic instabilities.by Raymond Levi Speth.Ph.D

Effects of curvature and strain on a lean premixed methane-hydrogen-air flame

Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2006.Includes bibliographical references (leaves 74-77).The elemental flame is a subgrid model for turbulent combustion, parameterized by time-varying strain rate and curvature. This thesis develops the unsteady one-dimensional governing equations for the elemental flame incorporating detailed chemical kinetics and transport and a robust and efficient numerical method for solving the governing equations. Hydrogen enrichment of some hydrocarbon fuels has been shown to improve stability and extend flammability limits of lean premixed combustion in a number of recent experiments. It is suggested that these trends may be explained by the impact of hydrogen on the flame response to stretch and curvature. The elemental flame model is used to simulate premixed hydrogen-enriched methane flames in positively curved, negatively curved and planar configurations at varying strain rates. Curvature and stretch couple with non-unity species Lewis numbers to affect the burning rates and flame structure. Hydrogen addition is found to increase burning rate and resistance to flame stretch under all conditions. Positive curvature reinforces the effect of hydrogen enrichment, while negative curvature diminishes it.(cont.) The effects of strong curvature cannot be explained solely in terms of flame stretch. Hydrogen enriched flames display increases in radical concentrations and a broadening of the reaction zone. Detailed analysis of the chemical kinetics shows that high strain rates lead to incomplete oxidation; hydrogen addition tends to mitigate this effect.by Raymond Levi Speth.S.M

Examining flow-flame interaction and the characteristic stretch rate in vortex-driven combustion dynamics using PIV and numerical simulation

In this paper, we experimentally investigate the combustion dynamics in lean premixed flames in a laboratory scale backward-facing step combustor in which flame-vortex driven dynamics are observed. A series of tests was conducted using propane/hydrogen/air mixtures for various mixture compositions at the inlet temperature ranging from 300 K to 500 K and at atmospheric pressure. Pressure measurements and high speed particle image velocimetry (PIV) are used to generate pressure response curves and phase-averaged vorticity and streamlines as well as the instantaneous flame front, respectively, which describe unsteady flame and flow dynamics in each operating regime. This work was motivated in part by our earlier study where we showed that the strained flame consumption speed S[subscript c] can be used to collapse the pressure response curves over a wide range of operating conditions. In previous studies, the stretch rate at which S[subscript c] was computed was determined by trial and error. In this study, flame stretch is estimated using the instantaneous flame front and velocity field from the PIV measurement. Independently, we also use computed strained flame speed and the experimental data to determine the characteristic values of stretch rate near the mode transition points at which the flame configuration changes. We show that a common value of the characteristic stretch rate exists across all the flame configurations. The consumption speed computed at the characteristic stretch rate captures the impact of different operating parameters on the combustor dynamics. These results suggest that the unsteady interactions between the turbulent flow and the flame dynamics can be encapsulated in the characteristic stretch rate, which governs the critical flame speed at the mode transitions and thereby plays an important role in determining the stability characteristics of the combustor.King Abdullah University of Science and Technology (Grant KUS-110-010-01

On the phase between pressure and heat release fluctuations for propane/hydrogen flames and its role in mode transitions

This paper presents an experimental investigation into mode-transitions observed in a 50-kW, atmospheric pressure, backward-facing step combustor burning lean premixed C[subscript 3]H[subscript 8]/H[subscript 2] fuel mixtures over a range of equivalence ratios, fuel compositions and preheat temperatures. The combustor exhibits distinct acoustic response and dynamic flame shape (collectively referred to as “dynamic modes”) depending on the operating conditions. We simultaneously measure the dynamic pressure and flame chemiluminescence to examine the phase between pressure (p′) and heat release fluctuations (q′) in the observed dynamic modes. Results show that the heat release is in phase with the pressure oscillations (θ[subscript qp] ≈ 0) at the onset of a dynamic mode, while as the operating conditions change within the mode, the phase grows until it reaches a critical value θ[subscript qp] = θ[subscript c], at which the combustor switches to another dynamic mode. According to the classical Rayleigh criterion, this critical phase (θ[subscript c]) should be π/2, whereas our data show that the transition occurs well below this value. A linear acoustic energy balance shows that this critical phase marks the point where acoustic losses across the system boundaries equal the energy addition from the combustion process to the acoustic field. Based on the extended Rayleigh criterion in which the acoustic energy fluxes through the system boundaries as well as the typical Rayleigh source term (p′q′) are included, we derive an extended Rayleigh index defined as R[subscript e] = θ[subscript qp]/θ[subscript c], which varies between 0 and 1. This index, plotted against a density-weighted strained consumption speed, indicates that the impact of the operating parameters on the dynamic mode selection of the combustor collapses onto a family of curves, which quantify the state of the combustor within a dynamic mode. At R[subscript e] = 0, the combustor enters a mode, and switches to another as R[subscript e] approaches 1. The results provide a metric for quantifying the instability margins of fuel-flexible combustors operating at a wide range of conditions.King Abdullah University of Science and Technology (Grant KUS-110-010-01

Capillary instability on a hydrophilic stripe

A recent experiment showed that cylindrical segments of water filling a hydrophilic stripe on an otherwise hydrophobic surface display a capillary instability when their volume is increased beyond the critical volume at which their apparent contact angle on the surface reaches ninety degrees (Gau et al., Science, 283, 1999). Surprisingly, the fluid segments did not break up into droplets -- as would be expected for a classical Rayleigh-Plateau instability -- but instead displayed a long-wavelength instability where all excess fluid gathered in a single bulge along each stripe. We consider here the dynamics of the flow instability associated with this setup. We perform a linear stability analysis of the capillary flow problem in the inviscid limit. We first confirm previous work showing that that all cylindrical segments are linearly unstable if (and only if) their apparent contact angle is larger than ninety degrees. We then demonstrate that the most unstable wavenumber for the surface perturbation decreases to zero as the apparent contact angle of the fluid on the surface approaches ninety degrees, allowing us to re-interpret the creation of bulges in the experiment as a zero-wavenumber capillary instability. A variation of the stability calculation is also considered for the case of a hydrophilic stripe located on a wedge-like geometry

Selective incorporation of iododeoxyuridine into DNA of hepatic metastases versus normal human liver

Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/109868/1/cptclpt1988166.pd

Impact of the Volkswagen emissions control defeat device on US public health

The US Environmental Protection Agency (EPA) has alleged that Volkswagen Group of America (VW) violated the Clean Air Act (CAA) by developing and installing emissions control system 'defeat devices' (software) in model year 2009–2015 vehicles with 2.0 litre diesel engines. VW has admitted the inclusion of defeat devices. On-road emissions testing suggests that in-use NO[subscript x] emissions for these vehicles are a factor of 10 to 40 above the EPA standard. In this paper we quantify the human health impacts and associated costs of the excess emissions. We propagate uncertainties throughout the analysis. A distribution function for excess emissions is estimated based on available in-use NO[subscript x] emissions measurements. We then use vehicle sales data and the STEP vehicle fleet model to estimate vehicle distance traveled per year for the fleet. The excess NO[subscript x] emissions are allocated on a 50 km grid using an EPA estimate of the light duty diesel vehicle NO[subscript x] emissions distribution. We apply a GEOS-Chem adjoint-based rapid air pollution exposure model to produce estimates of particulate matter and ozone exposure due to the spatially resolved excess NO[subscript x] emissions. A set of concentration-response functions is applied to estimate mortality and morbidity outcomes. Integrated over the sales period (2008–2015) we estimate that the excess emissions will cause 59 (95% CI: 10 to 150) early deaths in the US. When monetizing premature mortality using EPA-recommended data, we find a social cost of ~$450m over the sales period. For the current fleet, we estimate that a return to compliance for all affected vehicles by the end of 2016 will avert ~130 early deaths and avoid ~$840m in social costs compared to a counterfactual case without recall

Aerosol Formation Pathways from Aviation Emissions

13-C-AJFF-MIT-064This is an open access article under the terms of the Creative Commons Attribution 4.0 International (CC BY 4.0) license https://creativecommons.org/licenses/by/4.0/. Please cite this article as: Prakash Prashanth et al 2022 Environ. Res. Commun. 4 021002. https://doi.org/10.1088/2515-7620/ac5229Aviation emissions are responsible for an estimated 24,000 premature mortalities annually and 3.5% of anthropogenic radiative forcing (RF). Emissions of nitrogen and sulfur oxides (NOx and SOx) contribute to these impacts. However, the relative contributions and mechanisms linking these emissions to formation and impacts of secondary aerosols (as opposed to direct aerosol emissions) have not been quantified, including how short-lived aerosol precursors at altitude can increase surface-level aerosol concentrations. We apply global chemistry transport modeling to identify and quantify the different chemical pathways to aerosol formation from aviation emissions, including the resulting impact on radiative forcing. We estimate a net aerosol radiative forcing of \u20138.3 mWm 122, of which \u20130.67 and \u20137.8 mWm 122 result from nitrate and sulfate aerosols respectively. We find that aviation NOx causes \u20131.7 mWm 122 through nitrate aerosol forcing but also \u20131.6 mWm 122 of sulfate aerosol forcing by promoting oxidation of SO2 to sulfate aerosol. This accounts for 21% of the total sulfate forcing, and oxidation of SO2 due to aviation NOx is responsible for 47% of the net aviation NOx attributable RF. Aviation NOx emissions in turn account for 41% of net aviation-aerosol-attributable RF (non-contrail). This is due to ozone-mediated oxidation of background sulfur and the 'nitrate bounce-back' effect, which reduces the net impact of sulfur emissions. The ozone-mediated mechanism also explains the ability of cruise aviation emissions to significantly affect surface aerosol concentrations. We find that aviation NOx emissions cause 72% of aviation-attributable, near-surface aerosol loading by mass, compared to 27% from aviation SOx emissions and less than 0.1% from direct emission of black carbon. We conclude that aviation NOx and SOx emissions are the dominant cause of aviation-attributable secondary inorganic aerosol radiative forcing, and that conversion of background aerosol precursors at all altitudes is amplified by enhanced production of aviation attributable oxidants at cruise altitudes

Impact of Design Constraints on Noise and Emissions of Derivative Supersonic Engines

13-C-AJFE-MIT-052, 059Open Access, published by the American Institute of Aeronautics and Astronautics, Inc., with permission. Citation: Impact of Design Constraints on Noise and Emissions of Derivative Supersonic Engines Prakash Prashanth, Laurens J. A. Voet, Raymond L. Speth, Jayant S. Sabnis, Choon S. Tan, and Steven R. H. Barrett Journal of Propulsion and Power 2023 39:3, 454-463. https://doi.org/10.2514/1.B38918The propulsion systems used in commercial supersonic transport (SST) aircraft, such as the Concorde, have used repurposed engines or derivative engines based on cores from existing donor engines rather than purpose-designed clean-sheet engines. A similar approach is currently being adopted in the development of new SSTs. Turbomachinery components and cooling mass flow rates in derivative engines are sized by the design cycle of the donor engine and constrain the design of the derivative engine cycle. Here, we identify the constraints imposed by the donor engines and quantify their impact on the specific fuel consumption (SFC), certification noise, and NOx (oxides of nitrogen) emissions index [EI(NOx)] relative to purpose-designed clean-sheet engines. We design and optimize a clean-sheet and derivative engine for a notional 55 metric ton SST proposed by NASA. A clean-sheet engine optimized for SFC results in an approximately 4.5% reduction in SFC, an approximately 2.5-fold increase in EI(NOx), and a 1.2 EPNdB increase in certification noise relative to the derivative engine. Applying a constraint on EI(NOx) to the clean-sheet engine results in an approximately 0.5%reduction in SFC relative to the derivative engine. The work provides a quantitative comparison of clean-sheet purpose-built engines and derivative engines from an environmental perspective that can inform policy makers as they develop updated environmental standards for civil supersonic aircraft

Eicosanoid control over antigen presenting cells in asthma

Asthma is a common lung disease affecting 300 million people worldwide. Allergic asthma is recognized as a prototypical Th2 disorder, orchestrated by an aberrant adaptive CD4+ T helper (Th2/Th17) cell immune response against airborne allergens, that leads to eosinophilic inflammation, reversible bronchoconstriction, and mucus overproduction. Other forms of asthma are controlled by an eosinophil-rich innate ILC2 response driven by epithelial damage, whereas in some patients with more neutrophilia, the disease is driven by Th17 cells. Dendritic cells (DCs) and macrophages are crucial regulators of type 2 immunity in asthma. Numerous lipid mediators including the eicosanoids prostaglandins and leukotrienes influence key functions of these cells, leading to either pro- or anti-inflammatory effects on disease outcome. In this review, we will discuss how eicosanoids affect the functions of DCs and macrophages in the asthmatic lung and how this leads to aberrant T cell differentiation that causes disease