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https://ntrs.nasa.gov/search.jsp?R=19780006370 2018-02-18T15:39:22+00:00Z

CONSi1011.18NASA, TM-73755

(NASA — "d-73755) ^-XPERIMBMT i'AL CbALUATION OF N78-143113PPSS IXING — PUEVkPORT?,,V1G FUEL INJECTIONCOIC^PTI POP A GAS T IIRIIDdT: CATALYTICCOMF3115TIR (NASA) HC AU2A F A01 Uncla:;

CSCI 20A G3/34 55253

Robert TacinaNational Aeronautics and Space AdministrationLewis Research CenterCleveland, Ohio 44135

Work performed as part of a joint effort withENERGY RESEARCH AND DEVELOPMENT ADMINISTRATIONDivision of Transportation Energy ConservationHeat Engine Highway Vehicle Systems ProgramEnder Interagenuv Agreement EC-77-A-31-1011

v.

^ Y tJ ap e

4Jy JA N3 r

TECHNICAL PAPER to be presented at the i o-Winter Annual Meeting,American Society of Mechanical EngineersAtlanta, Georgia, November 27 . December 2, 1977

I

1 nersS Nu - mant AeEUSUOn N.2, Gnvem dr J 1iUexP^wtYs CataRag No -.NASA TM-73766

4 trxtuc^ and subt ec EXPERIMENTAL EVALUATION OF PREMIXING- 5 narrurl Data

PREVAPORI`LING FUEL INJECTION CONCEPTS FOR A GASAugust 1077

c, rudar„mina onjanuationGwaTURBINE CATALYTIC COMBUSTOR

7. Au111arfiX 8, Parfommwg OreJtiiialuan napatt No

Robert Tacina E-0301

10, Work Unit No0. Pedaunng OnyaarYatipn Nana., and Address

National Aeronautics and Space Adnimistration -II.Cuntratt or l'ininl No

Lewis Research Center

Cleveland, Ohio 44135- - _

- a18. lfytu of Reliefs and paruad Cn^ured I

Technical Memorandum12 Ssunsanng Agotry Name and AddrarEnergy Research anti Development Administration

14 Sponsoring Agency ,wa Report No.Division of Transportation Energy ConservationWashington. D.C. 20545 CONS11011-1f,

15 Supllk notary Notes

This report was prepared under Interagency Agreement EC-77-A-31-1011.

10. Abstract

Experiments were performed to evolve and evaluate a premixing-prevaporizing fuel system to beused with a catalytic combustor for possiule application in an automotive gas turbine. Spatialfuel distribution and degree of vaporization were measured using Jet A fuel. Three types of air-blast injectors, an air-assist nuzzle and a simplex pressure atomizer were tested. Air swirlerswith vane angles up to 300 were used to improve the spatial fuel distribution. The work was donein a 12-cm (4.75-in. ) diameter tubular rig. Test conditions were*, a pressure of 0.3 and0.5 MPa (3 and 5 atnn), inlet air temperatures up to 800 K (080 0 F), velocity of 20 m/sec(66 ft/sec) and fuel-air ratios of 0,01 and 0.025. Uniform spatialfucl distributions that were

within *10 percent of the mean were obtained. Complete vaporization of the fuel was achievedwith airblast configurations at inlet air temperatures of 550 K (5300 F) and higher. The totalpressure loss was less than 0.5 percent for configurations without air swirlers and less than1 percent for configurations with a 300 vane angle air s,virler.

17, Key Wards (Suggested by Authar(s)) 18. Distribution Statement

Fuel injection systems Unclassified - unlimitedAtomization STAR Category 34Evaporation ERDA Category UC-96

10. Security amsif.. (of this repani 20. Security Class f. 1of this pager 2L No. of pages 22 Price'

Unclassified Unclassified

For sa g e by the Nahoga0 TechritcA Irtlennaludlo Service, SPNEIgNeW Vdglmla 221E

r _

j

'^ 1 1

ORIGINAL PAGE ISOF POOR QUALITY

UVEBIMLOTAL LVALUATION OF I'10d41XINC-PR4VAPORI2INO FUEL INJECflONCONCEI'T'S FOR A CAS TIJRBINE CATALYT I C COMBUSTOR

Robert 'TorinoNational Aeronautics and Space Admin is tint ion

Lewis Research CenterCleveland, alit. 44195

wa

t.r

ABS'1'IU,C'T

Experiments wore performed to evulve and evalu-atc a prccsixing-prevnporiziug fool syutom to hu usedwith a catalytic combustor for possible applicationin all automotive gas turbine. Spatial fuel distribu-tion and degree of vaporization were measured usingJut A fuel, 'lhrcu types of airblast injectors, w,air assist nuzzle and a simplex pressure atomizerwere tested. Air swlrlers with vane angles up to 300were used to improve the spatial fuel distribution.The work was done in u 12-cm (4,75-in,) diolnetor tu-bular rig. 'feat conditions were; a pressure of 0.3and 0.5 MPa (3 and 5 still), Inlet air temperatures upto 800 X (950 0 F), Velocity of 20 m/sec (66 ft/sec)and fuel-air ratlus of 0.01 and 0.025. Buttons spa-tial fuel distributions that wore within 4:10 percentof file mean were obtained. Cumplote vaporization ofthe fuel was achieved with airblast configurations atInlet air temperatures of 550 K (550 0 1') and higher.Ilia total pressure loss was less than 0.5 percent forconfigurations without air swirlers and Yens than1 percent for configurations with a 30 0 vane angleair awirler.

NOMENCLATURE

(i'/u)vE degree of Vuporizueian ° (f(a) v + (f./a)1

f/a fuel-air ratio

(f/u) n104I1 fuel-air ratio .determined by inlet fuelflow divided by inlet airflow

Pin inlet pressure

rim islet air temperature

v probe velocity at inlet

V reference velocity, velocity based on

later pressure, inlet temperature,and the area of the 12-cm (4.75-in.)diameter duct

w .fact fiow through probe

waairflow through the probe at Tsokinetfcvelocity

Subuorlptnx

too isukinutle

I liquid

P probe

v vapor

INTRODUCTION

The use of combustors with lean preudxtd-prevaporizod fuel-air mixtures has been shown to havethu potential to keep NOx levels low (1). Since NO,is exponentially dependent on flame temperature, theuse of a catalytic reaction has file potential to ru-duce No. levels even further by being able to com-pletulyreuct tic fuel at temperatures below theflammability limit, catalysis evaluation work beingdone at Lewls as described in references 2 to t, lossutilized vaporized propose. This paper describeu theeffort to develop a liquid fuel preparation system tobe used with the catalytic combustar. i Uniform fueldistribution and complete vaporization are necessaryfor carol a tic combustors since the substrates arecarruntly Lind.tad to temperatures below 1B00 K(27800 F), thus rich -ones or liquid drops burningoft the uabstrite could damage it. Thu developmentof such a fuel system would also have application topremixed-prevaporized combustors using hamogeneouscombustion.

Date oil situ train various types of fuelinjectors and data on single droplet vaporizationrates are plentiful. But only limited data Itas beenpublished on spatial fuel distribution and vaporiza-tion rates of sprays. Such information is necessaryfor the development of a prenixing-prevaporizing sys-tem for a gas turbine combustor. Using o multiple-orifice contrustreum injector, vaporization rotes ofJP-5 sprays were measured in reference 5 and using n.

simple orifice contrastreum injector, vaporizationrates of isooctane sprays were measured in refer-ence 6. In reference 7 the spatial to" distributionand degree of vaporization were measured from simplexprL+yours atomizers using i4ouctone and No. 2 fuel oilas the fact.

In this study spatial fuel distribution andvaporization data were taken with two types of air-

, u simplex pressure atomizer and awI airflow through the probe blast lujeeLOra

'Work sponsored by Division of 'Transportation, Energy Conservation, ERDA.

1

STAR Category 34RRDA Category UC-96

g I

^hlG^l^L P^G^ IS^^' Pac^xc f^ranrai,x

Sonicure foul injector. Air awirlor0 with vato an-gles Up to 30U were used to improve Lite Spatial fueldiutribution. T'ubt connditlnns were inlet Sir prea-sure, 0,3 and 0.5 M pa (J and 5 atm)i referwnec volue-lty, 20 mloec (66 Waco); final-air tabled of 0.01Slid 0,0251 and a.r inlet tvmperatureu from 1450 K(350 F) to SUO K (9800 F). 'rile foul was JUL A.

A1'FAItA'I'OS AND PROCEDURE

Test Kin

Figure 1 IS u achertdtit tat Cite tLet rig. T'haairflow rate was mudaurl,d with a square-edged orifice.Tho air was heated up to 800 K (980 0 F) in a noivfti-ating Prohuatur. The fuel flow won .audaured by twoturbine flowtecurs in nation. A temperature andpredaUru meaaUranant was taken upumint of tau fuelinjector. 'lltu duct diameter won 10.2 can (4.0 fn.)upitrtom of the injetto- and 12 cm (4.75 in.) down-Stream. A 7.6-cm (3.0-ia.) dlanetar inlet Sectionwas inserted upstreum of Lite injector to increaue theair velocity which improvuo foul atomization. A off-facer wnu then inserted downstruata of the injuctur.

'1Wo simple collecting probes, 90 0 apart, wereWonted 35.6 run (14.0 lit.) downstreaa of the fuel in-jectur to su.:p)a the fuel-uir mlxturo. 'fill , fuel-airratio won detuaauted by packing tilt mixture sampleover a catalyst heated In all even to 1030 K (14000 F)and then analyzing Chu products of combustion forcarbon monoxide, turbot dioxide and Unburned hydro-carbons. Carbon mmnoxidu and carbon dioxide concen-trations were measured an beclgnor uendisparsive in-frared a alyzere and unhurncd hydroeurbuu concentra-tions were nacosured on a hockman Flan IonizationDetector. 'rite amount of unburned hydrocarbons andcarbon monuxide treasured won negligible betaaae rttx-ture rat.'.,u were always very lean. A temperature andpressure measurementasureent woo also taken of

the 35.6-cm(14.0-in.) downa s 'Thtrai station. e tual-air mixturewas enriched with hydrogen and burned downstream ofthe sampling probes. Water woo injected to cool tineexhauut products said a buck pressure valve was usedto control the rig pressure.

Injectors

Five fool injectors wuro evaluated. They wereu multiple-jut contrastreom injector, a multiple-yetcross-stream injector, a uplialvgrouve injector, asimplex pressure atomizer, and an air-aauist atanizer.Tine first turn, typed of injectors art , airblaut atonl-izers; that is, they rely on tee relative velocitybetween fuel and air for otemlzdtion. 'rite Simplexpressure atomizer relics on fuel pressure for utom-izution. 'lliu air assist was u hartmun whistle-typethat depunds an a high velocity oxtuvnol airstreamfor atomization.

Multiulo-Yet injector. Two multiple-jut injec-tors ore shown In figures 2 and J. Figure 2 showson injector where the fuel was injected camraatceamfrom eight orifices. T1ne diameter of Cite orificeswas 0.25 Sun (0.010 in.) in dianater and Lite radiallocution could be varied. The multiple-jut cross-stream injector is Shown in figure 3. 74.enty-eightorifices of 0.37 mn (0.01;5 in.) dianwter were lo-cated no that ouch of the 28 orifices injects fatalinto a Space of approxinwtalyc.,u.e1 draw. LargerdiometerS were used since tine penetration was eat im.portant slid Lite 0.25-mm (0.010,4n.) di neuter orificeswould plug due to carbon buildup.

agyilssh-nrtuye fuel injo,tor. 'lima Injector woodeveloped by Illgebo (b) Slid is Outwit fu figure 4. ASketch Shawing tau principal Buaturew of the Ytljecturis Shawn i0 figure 4(u). 14ne1 14 inyetted throughurificeu into throw grooved portiuno of the Utzefu.'rho fuel uplasileS over the lips o+ each of tee threwgroUVUS slid 15 aLemfized by the airflow, Cutati guru-Lleno Used with Lite epluuh-iruave ihjurtur eUnslwtodof 10.2 cur (4 in.) (fiC. 4(b)) and 7.6 nn (3 in,)(fir. 4(u)) inlets, and thu ULU of air sw.rlars(fig. 4(d)).

S im ,lux reset rt atomizer. Tile nitaplek inuzzloused wad a Claiureh 0,017 St /hr ('3.5 g all I it) , hoiluwcone spray, with a 7O o title angle. Cunfigurutioneterted consisted of 10.2 cis (4 in.) inlet (fig. 5(a)),7,6 On (3 in.) inlet (flg. 5(b)), incertiun of airowirleru upstream (fig. 5(c)) and apruying Lite fuelcontras Lrean (fig,. 5(d)) as compared to the pruvicusconfigurations in which thu fuel want upruyed cuutreum+.Ilia air swirler was 1OLUted upatroan of the nuzzlw aothat whin tine fuel was sprayed uontrastreau therewould not be liquid fuel impinging on the uwirler.

Swnicore nozzle. The air-assist nozzle wwe aHartman whistle-type titan IN produced conmurciully bySame Development Corporation. The particular nu4t:lu'used woo a Sonicure P/N 125 M-A fills nassae (dewfig. 6) uses oil external air supply which pruvideu ahigh Velocity airstream for atomizing. As the uir-Stream impingus upon the resonator cup, it producesStrong local shuck waves in Lite space between tinenozzle and cap. Fuel is pumped or sucked into thuairstream and Lite result is u cone-uhuped Spray pat-tern of timely aLondzud droplets. Tlui uxturnul air-stream laud a supply pressure of 0.55 m'a (5.5 aim).Configurations tested consisted of a 7.6-0utinlet with and without tine use of air swlrlers.

Data Analysis

The Sanyole collecting probes were uocd to deter-mine the sputial fuel distribution and the degree tar'vaporization.

Spatial fuel distribution. Tine Spatial fueldistribution woo found by traversing tha simple probe.across the dfanotur of the duct. 'lho fuel-uir ratiowas sampled isokinetically (at seven palate) ado'sthu diameter of the duct with each probe. The fuel.air ratio in the plot is normalized using tine fuel-airratiodetermined from the inlet fuel flow dividud bythe inlet airflow.

Vaporization data. 'rile degree of vaporization.woo determined by the spillover technique (5). ibisLUChnique consists of varying the velocity, throughthe probe above and below the isokinctic VUIOLIty anddetermining tine dugrce ofvaporization by Cite chjnguin fuel-air ratio through the probe. The follo4inganalysis wan used (see NOMENCLATURE);

t i 'l +1/ f wl + wv„ of `n + wv (1)\ p.v Aa ^l Aa/y W. w,t wll wa wa

if the degree of vaporization is uniform in tut vi-cinity Of Lite probe, than the vapor fuel-uir ratiothrougli the probe dots not znry with vu â ocity throughLite probe, that is

Wv , constant

^t 1 E (^)

wa n "0

2

ORIGINAL PAGE ISOF POOR QUALITY

W is Issumed to ht, C0hJLanL, that le t tlic utveam-lines of the liquid eIropu do ROL clmnge wlth VelnufLVthrough the probe

/

Ww,

a \0 (i - E) (11 .+ ronatunL (3)O i, lsu qua

W

It Ina a tea

It, Canna of velocity

Figure 7 is a typ Lral plot, '1lte degree at vuporlr:a-tion Is U.841 Little it, b4 puteunt of the feel 114IN

vaporized.

RESULTS AND DISCUSSION

111c spatial fuel distribution, degree of vapor-fzation t raid pressure drop data will be dtueoused farthe iujectue e:unligututiuns tasted. Data was Lakenat tiro following test eoliditiouN¢ Inlet eft Letnpar-uturc, CUD II (620 0 F), inlet air preeaure, 0.3 and0.5 ILL'" (3 and 5 ana)y reference Velocity, 2U tulset(66 ft/uec)i and fuel-air ratios of O.UIU and 0.025.if 11 satisfactory spatial fuel distribution was ob-tained, the inlet temperature was rinsed to bOO K(980 0 F) (facility maximum) with Lhe other condll.ionatilt , sane. .Lower inlet temperatures were used to ob-tain vaporization dote.

Spatial Fuel Distribution

Multiple-Jet meet, . 'rile spatial fuel dis-tribution obtained with the multiple-Jot cdbtrastreamfuel injector (fig, 2) is ohswn fn figure 8. Willtile radial injection 1.9 ere Irom the will (68 percentof the radius) the profile was center p eaked. Movingthe radial injection point to 1.7 car from will (78percent of thu radius) improved tins distribution sig-n[flcuntly. Decreasing the distance front Lhu Wall to0.95 rut (84 parLenL of the radius) silly slightly fut-proved the distribution. At the radial injectiondistance of 1.3 and 0.95 cm tits fuel distribution iswithin 320 percent of the average.

In figure 9 the spatial tool distribution ob-talned with the nmlLLplt,-JcL crass-stream fuel :nj.e-tor (fig. 3) is presented. Nearly unl(orin distribu-tion was obtained, local values of fuel-air ratiowere within 310 percent of the average value.

'IINL 4nLxliy' Iougtit ^Ma reduced Crum 3914 eta (1515it,.) to 2'i em (9.°P in.) and Lhu tool diotributlua ob-eaincd is platted lit figure 9(b). Tliu distributionWas not an ennifatvl as that uhtdined using, the lougurianfih bur still Within d:15 percent of the, uvorsgo.

Hp1nsh- ggr01y41 fuel lnlartsr. 'tile spatial Gtctdiatvibutlon for tie "plash-grouva fuel injector Isclown in JJCUM 1U 'tilt obtained using the12 -ear (4.75 . 1n.) inlet diameter Was very fuel rich Intile Reducing the inl9L diameter to 7.b em(3.0 tit.) : iptoved the profile significantly. `flanprofile 1ILraale costly unifurm, Within 31U puruent,when a 150 vane angle air swLrlur was added. Inoroas-fng tilt , vane Ingle to 3U0 also Ccaultmt illdistributiuim withlo 31U percent at the average voluo(uee fig. 10(b)).

.<iwplex premrnr utrnnixcr. the spatial tuel dis-triluitit,11 let tbu situplex pruuuuru atemfzor Is shownIn tlgnro 11. Tile peuetra Lino of tilt, fuel faro theairt;Lrcum wall slnrc the fuel distribution wastenter peaked of the .,.nditton g tested and When taisit Witter Was not used. An contrast with theuplauh-groove results, tit dfutribution was approxi-mutely the uamc with a 10.2 cut (4.0 Inn.) and 7.6 rm(3.0 In) inlet, tit Lhc lower inlet air temperatureof 45U K (3500 U) the penetration was even leas,Tile Increase 1t, air density With tempurature seems tolove a gr atur effect .11pmmtration than the in-crossed pressure drop avroso the nozzle (fuel pros-auto drop IneCe'INLU herauao the airflow, has to in-crease to maintain the aerie veloolty ut the lower in-let sir temperatur, and Clout fuel flow has to increaseto sulintain tilt, music, tucl-air ratio).

Adding a 300 vane angle air swirler resulted Ina metre unLiurm profile (sea fig. il(a)). ITiL diutri-butiuu was withto 315 percent of the average exceptLhc'ra remained one 9oadraaL ht which the fuel-airratio way high at tile This effect Was morepronounced when a L5u sane angle air swirler was used.As tyre swirler war related the lucatiun of thin Licitxsne Would rotate. only Lite fuel tube was untytmuL-tital and theru may bav, bead some interactlon betweenthe uwirlvr and fuel tithe.

Spraying tire , fuel upstream or contraNtream Chuprafllc wt," nearly uniform (within s1U percunr at Liuaverage) UOJOg a swirler With 30 0 Vute elglet! (seefig. 11(b)). 'rho pratile was still renter pcakcd withthe sus of a Lo u V.lie angle air swirler. The richzraio which Was present whun the, fuel was sprayed co-streont war not prascllt With upstream injection.

goutcero fuel Injector. The Sunicuro fuel Injec-tor ula. cud it peeked fuel profile (see fig.12) with tilt , configuration (fig. 6) tested withoutall swirler. With the addition of it 9 0 Vane angleair swirler, tine profile improved but was not syimmt-rioil. 5'inca the only thing that wall symmetricalwas Chu fuel tube and air-nsstst ratio, Lhuru must havebeen interaction between tine tufts slid the swirler.Cite profile improved when the swirler blade angle Wasincreased to 120 and the fuel-air distribution wasWithin 31O percent ut the average when a 300 vaneankle .tit swirler was used.

The mixing length was decreased from 35.6 ant(14.0 tit.) to '24 cm (9S tit.) slid the, results are pro-seated in ftguru 12(b). lbo fuel-air distribution waswithin 115 percent of the average with a 24-cm mixinglentil.

War w V 'p V fao ` VK

wa) Ivis.- l.NU p ll3

The foul-sir ratio through Chu probe wan nor nallaedby tine qcal-air ratio determltied by tine 1t11ed fuel.flow divided by tilt, 1nIeL airflow.

(flu) -(L/a)Knamn V1 ms

(1!t,) (f/a)iuu(1 - U)^ + U C7)

mesa p

(flu) l/( 1 ,3 u) nina IN

V_ inoA -

V lau¢b)` (i a) tsa^ (1 ° ) morns VP

V ^

..,.

3

I 8f^

ui h

^' u d ^ ¢t

V e ta nr i.^ULVwin Dart

'Ott , Jcl'g Vice OA 'vupericuttiauw wuu dintrrvifluwd WithLbu spilloWur teLhaiaiuit, fill ateauorl^mrnto ware tapesIn file Laitut of fine dust acid Lhw iai LCturu Weretested With,lelt air UWLr1Lrs.

Lila degree of vary,urludtiwr uL a iuntLiPhl " I Ia-1Lt air Logwrutur y is shown in litiurc 17 for toomultiplL-Jub Lruuu-atrtu.n IUJOL`L.r, duo uplabll-YgroovcInjector, toe bLnlLOrc nowulL, and Cleo UivapleX alle

-As. '111a oru1Liplo-joL Brous-Ut'rualO and sp inah'tlrotuvLInjectors gave the hirlo ut purLont vaporisAud Wellfollowed by fife SeoiLUru aid town till si.?vOplex numcle.At an inILL air LtrO'Aaurnenre of WU K (440° F) LbupLrLrnt Of tool vaporized was alp for too Multiple.-JeL

C ross-ettaam ilijLUtur, 94 far toe alalduio-tgruovu, 67for too OanicUro, and If tar Loci Uiu ,p Lux U.—AL.

Cal LulatiLn Of ihu aLan drop sixr for Lou, viri-uuU injectors Miould iallLLate Lou rLlatiVL Caleb offuel vaporLrotiod. IINJO ulv:e LalLUlatiLaW W. rt No&for Chu falluwilo: inlet catdi Cfunuu ra'orinct VUIUl-iLy of 20 al/sue ('66 Kiss), pr'LOULAro of 0..5 NPa(5 atom), inlet air Le i!9gicraLUL ai AO X (440" F),and fuel-air ratio of 0001. Far Lliw uirblarut ilrjba'-Lori (wuILlple-jLL creme-AruamO and Uplaso-graave)LlaL. Stator Oman drop simL wall ualtUldfed usinpr tbLLarrwiu Lions of MURIyanO.O-fardadnsu (aU 1;ivea fitrut. 9) to be 6 1) uaa and [rhos Loruatz,OLto and I.olebvry(JU) to be 71 am. Far Lbt ulunplea: pruseure atomizerfile bnutLr uvLan drop UL4C villa UaILUlatLd to bu be-LweLlt GO anal 100 14HO Usiill: too oeOrrulatiaiu given inreference 10. Uatnpl the L-orrulattur, S,ivaa

fit

it for a aillplex pruaajar y Ltav„iai•r the slauturmean drop size euMV out, to hU 761 L-ni. Uativ trom Lounwnulactarur indica vu fire drop Uiex^ OV too SUliiLOreao=le to be lose than 2U nun.

Tin, vaporization data, fiautwr, h.lpliLU Pout theairblait canflgaratieuo find the smallest Initial dropdines. A posatble explanation Is that lbw aorrufa-Clone far the airblaat lnjeetoru V e ro devwlepod fora mild ihorle air preaaure and it 0.5 POw (9 atauo) Chudrop siaU uaiay bL Math a L.,IItr. 'fire drop UizcU of Liarbenricory nuaLlu May Ivuva 6CLil svvOOIILV Lbwl to,9 dir-blu6C injeetara and atilt had Lawur vapurizationroues. this is beuuusu too of. for the air-asr.IuLone at nevbient runditiooa slid Little the drape WoreInitially surrounded by air at a 11LUIl, lmrur tLMpeta-Lure.

Vaporization data vac takun at preasuru lcvolnof 0.3 and 0.9 DO'a (d and a star). In LiAUre 14 tilldegree of vaporization uulne the vrzultiple-jet craUa-stream injector Iu P latted agdinot InILL air tLampur-atura for file twu prceuuroo. The vaporizartton ratanare Higher at the higher pressure. At an Color airtUOOVputdtu BU of 450 K LherU was about 7 pereLnt taoreCaul vaporized at till' higbor preaaurc. L'vidtutly,at tooue canditiam, UIL U1CLUt al'hYghur beat trans-fer rates at file higbtr IirLO'lrrL^ is p"reotv.r than filehigher partial priesurce needed ter vupurixatitn.

sure drop was approximately I pi.recu. 1'or' uuu aaLl-haotivn appI g Latioar it iU dlaircd ttu beLiv till' LusLdLnL-tUr WtA rt.,ouur+, Liao bt-IJW 'A pdtOeat. A I laur,LhLprl'LllSYrL' Iess for LAW -AtJIYLLL ucLLiun LerLU ia-praLLical (J), an i 1 purLLnt prc"uro drop let ChuCall tnjLLtUe Would be acLLptablo.

LORLLUDILL l'111IARFL2

P'nilem upittul ioui dlutr LbuLlai, arwd a 10pi, dL-geLL of vaporiffia1:iUti With aclupGable total preu60te1L0e WLre ubtaanL.d at the coaditivais tuAild. At spaair inlet ttaunnratUrt of EOU X, Loot fldmx reaatlanawcru nbULrvtd. Advanced aULOWLlve tau turbine cy-uiuu Ball for much oieblr Loaibusfor WILL Luaiaura•tUrcU dad thae dwell LiOAL ROLAP hove to bL mduLLd Loputvtnt aULnignitina +.tit Lhu fuel. For a uutalV'LI,L Olkletor nuniiom vwloct Ly proliiLS would also braLLLUSary, Va UCILy na.'auurLwents QLee not Ukell insthin study. beltaniterM vwloeiLy prdtiluo Weald Ulu

very 11Rcly to utcUr ulLli cunliguratfutna usinil airsuirlors, LspeclUlly LOU Chu vdpuulnur 1Lagtie isuborttned.

L pveeary . .A RLSUltix

5lVi-ral lull lfljet LarU ¢acre.tw.cted for upalialluul-uir distribution, drnraa Of fowl vapuriO.J, andtotal prcusure drug. 1Chc MU1Liplo-jut Lruuu-streaMtool LivjLltor With 26 diutrillaud lull JUiLLtillh lo-cations and a M1Xing leioth of 34.4, cnn (i5.5 tellgave Lltu best rLuUlLu. FULI-air upatlal distribU-Lianu that wcru within ±10 purSa p t of the OULAr wurLobLaiaod, 100 puruetL of Cbu tell Win Vaparie N at vaninnlel air W11pai.totc. of GOU R (QU O F), dad ,saepressure wuu less titan U.5 percent. A unultiple-,jotcontrautrvo,, fuel injector Withcipot fuel in9UOLinlrlocatiaus Land a nrXLr length of 39.4 Lm, (ih.5 In,)had UliaLinl lUUI-air din Cributiunu within 12U perl,LaLOf fire Mena.

With Lou splaJU-proovL, 6'aniLnre wad sPIP11ALuLI lnjtrturs the fuel was YvijectLd truin tilt .'outeraC Loe dnLL and LeSLtr plill pr4tileu ecru obtained.'file uuu of air uwfrlcro iMpraved the mixing so Chatfoul-air spatial distributions Lilat ours within ,LIUpercent of toe muun were obtained. 'Cho m i lengtlaawere 3d ru:r (1J.0 in.) for file uplu6b . dr - l .e wmi(14.0 lit.) for tiro 5eiiicuru wed Jj.F saw (1 i.,L flat.)for Chu ufaaplex. Tot nnL of off awi.rtcre — nrt de-sirud for a eatotyLIC corcbuunor, however, since ,ion-uniform velocity profilco result, eapLLlally LOU tbamixer leiigtb is decrcaaLL1. Ills uuu of a Au vane an-g1u air uw'irlLr also LnarcanLd Chu proUUUrt- drop Crew0.5 to 1.0 pLrount. 01 these injectors the aplaah'gruUVU gaol - the beat vapariWatil+n results (IOU pereLntof Lk"fuel vaporized at an Inlet air temperature of600 K (620 0 F)) and the ulmplLx the paarout (AO per-cent at b00 K. 'Clan 8onfsorr vaaporisatiun reuulte(46 pereLnt at 6U0 K) would have born hotter if tooair far Lbv air-asuiot Would have betti lsrt,houtedruthur tfian it ambient tuagruraturu.

r.

REFERENCESpmof,ucc Drop

' Y AndoxUan, Val ti., "'&sisal of PraomiXYug wasAL a reference velocity at 2U tadswu, van inlet Nitric OXidL `Unmatiaa,'" NASA VI X-E6220. 1'9/9.

air temperature of GOO to cod K and all inlet praauure 2 Andurn ^n, D. Na, „Preliminary Resells Crewof 0.5 fiPJ (5 ULN), the pressure drop from flit injue-OLtwoning `Testa of- Coml:aervial Olitalys Le Witfu Pottnl-cue to LIL udmpla probes waa lea, than U,5 percent of tial pal in Oas Turbine Uoaubustorn. Part I CUMULItie inlet total pressure fur the injectors t outed Studios Of Catalyst ALtiVity. o NASA T4 X-7j41U, 11910,witbout ewirlers. Oilb d Au air saltier the; prea- Anderson,- b. -YAu, oPri.1twfaury hcsults bone

4

I ,-:-4v ^

f

99

1

a

' ScruLteing 'Paulo 00 GmnaeroYJl Catulye to viLh Ibtun- ^Liul 1v'ou Lt Gam 'furbinu CumbusLora. Part 1I. Cum- jbastion Tout Rig L'VUinutiun, a NASA 'rM X-YJ412, 1976. 1

J Andaruon, b. N,,, "DwLtluEonu and Perforinanaeal Catalyuts fur Gas Turbine Cotatytic Gumbubturs,"IWA '1SI X-7J54J, 1977. j

-4 Andorsun, b,. N.. T'aelna, R. R., and Mrare,

T. S., 'CJtJIYLiC Cwnbustion fur the Autoa"utivu Gas'1'urbinL " NASA IN X4J589,197Y.

a I'Wtur, It. It. and lnngLbu, I1. b., %vapura-tint o1 JP-5 Fuel Sprays fit Air Strewins,'- NAGA

" I01E'35X02, 1956„. 6 h.br, D. W., '"Evapuratton and Spreading of

luoocLano Sprays in high-Vuluutty Air S Lraamc," r„NASA RNESJII4, i15J.

7 Runnedy, J. B. and MAfuy, J. B., "Alimental Study at Feel Spray 'VapurUaLion Rotas," inAl°I. 'Ilw lath JANNAF Cowbustion Moatiap, Val,. 2, i0nitud lteaoarch Leiba., E'ost ttartfard, Gt., pp. J87- -406,

- S lagebo, R, U. and Norgren, C. '1'., "Gurabuutor 3Exhuust Enniusluns with Air Atomizing SplaLh-GreoveVuul Injuctura 0urning Jet A and bicuut Number 2F'uulu," NASA 'PN X-J255, 1975,

9 Barnett, N. G. and Hibbard, It. It., "BibleGansideratlona lit the Combautiun of hydracirbon Fuelswith Air," NACA Rept• 1300, 1051.

10 Lorelltetta, G. E. and LLPubvre, A. IL , d"'Dleuar.romunte of Drop SU L an a p lain-Jet AirbluutAtumizae," AIAA Paper No. 76-679, Palo Alto, Calif.,1976.

11 "Somarizing Combustion System btvL^lopment -Cuntumioa4d Fuel Program," GT-7756-R, AMsuurch -Mg. CU., Phomtix, Ariz., June 1966.

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4 0 fla • 0.010, Tiff • 600 K (6200 FlD fla . 0.010, TIn • 500 K (4400 F)

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4 0 fla • 0.010, Tin • 800 K (9800 F)

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0FUEL-AIR RATIO, LOCAUMEAN

(b) MIXING LENGTH • 25 cm (9.9 in.).

Figure 9. - Spatial fuel distribution, multiple jet cross-stream Injector(see fig. 3). VR 20 mis (66 ftls), P in • 0.5 MPa (5 atm).

F

O 10 cm INLET, SEE FIG, 4(b)q 7.6 cm INLET, SEE FIG. 4(06 7.6 cm INLET, 15o VANE ANGLE AIR

SWIRLER, SEEFIG. 41d1

W

9 4

z 6lal VARIOUS CONFIGURATIONS, T i n ^ 600 K 16200 FI

o fla - 0.010.JO^ 6

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4 p fla = 0.010, Ti n • 800 K (980° F)

2

0

2

' 0 .4 .8 1.2 1.6 2.0 2.4FUEL-AIR RATIO, LOCALIMEAN

(b)7.6 cm INLET, 30o VANE ANGLE AIR SWIRLER, SEEFIG. 4(d).

Figure 10. - Spatial fuel distribution, splash-groove ;uei injector.

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® Tin - 600 K (6200 F)300 VANE ANGLE AIR SWIRLER, SEE

FIG. 5(c)O TI n W 600 K (6200 F) 150 VANE ANGLE

AIR SWIRLER. SEE FIG. 5(c)

3 1.6 2.4 3.2 4.0FUEL-AIR RATIO, LOCAL/MEAN

(a) COFLOW INJECTION.

0 100 VANE ANGLE AIR SWIRLERA 300 VANE ANGLE AIR SWIRLED

.4 .8 1.2 1.6 2.0FUEL-AIR RATIO, LOCAUMEAN

(b) CONTRASTREAM INJECTION (SEE FIG. 5ld!)Ti n - 600 K (6200 F).

Figure 11. - Spatial fuel distribution, simplex pressure atomizer.

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U U(a) Ti -600 K (6200 F), P n - 0.5 MPa (5 atm) VR • 20 mis

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JQ

6r— n/V11% O fla o 0.007 V • 20 mis (66 ft/s)

* fla - 0.015, VR - 20 m/s (66 ft/s)O fla - 0.007, VR =12 mis (39 ft/s)

4

0 .4 .8 1.2 1.6 2.0 2.4 2.8FUEL-AIR RATIO, LOCAL/MEAN

(b) MIXING LENGTH - 24 cm (9.5 in.) T i n • 800 K (9800 Fl, PinQ 3 MPa (3 atm), 30 0 vane angle air swirler.

Figure 12. - Spatial fuel distribution, sonicore fuel nozzle, seefig. 6.

w

waZOHNNOfOd

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* MULTIPLE-JETCROSS -STREAMINJECTOR (SEEFIG. 3)

* SPLASH-GROOVE INJECTOR WITHOUT

SWIRLER (SEE FIG. 4(c))b. SONICORE NOZZLE WITHOUT SWIRLER

(SEE FIG. 6)0 SIMPLEX NOZZLE WITHOUT SWIRLER

(SEE FIG. 5(b))

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60 _450 %0 550 600 650 700

INLET AIR TEMPERATURE, K

Figure 13, - Effect of Inlet air temperature ondegree of vaporization for various fuel In-jectors. Vaporization length nominally36 cm, VRR - 20 mfs (66 ftls), P in - 0.5 MPa(5 atm), ffa - 0.010.

O

w

O Pin - 0.5 MPa (5 atm)0 Pin = 0.3 MPa (3 atm)

450 500 550 600 650 700INLET AIR THr9PERATURE, K

Figure 14. - Effect of inlet air temperature ondegree of vaporization for the multiple-jetcross-stream injector at 0.3 MPa (3 atm)and 0.5 MPa (5 atm). Vaporization length -

^, 29.3 cm, VR - 20 m/s, ffa - 0.010. NASA-Le-r,

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