Abstract

Abstract Hydrogen micromix combustion is a promising concept to reduce the environmental impact of both aero and land-based gas turbines by delivering carbon-free and ultra-low-NOx combustion without the risk of autoignition or flashback. The ENABLEH2 project aims to demonstrate the feasibility of such a switch to hydrogen for civil aviation, within which the micromix combustion, as a key enabling technology, will be matured to TRL3. The micromix combustor comprises thousands of small diffusion flames for which air and fuel are mixed in a cross-flow pattern. This technology is based on the idea of minimizing the scale of mixing to maximize mixing intensity. The high-reactivity and wide flammability limits of hydrogen in a micromix combustor can produce short and low-temperature small diffusion flames in lean overall equivalence ratios. For hydrogen-air mixtures there is a need to further characterise the physical importance and calibration process of the laminar Schmidt (Sc), Lewis (Le) and Prandtl (Pr) and turbulent Schmidt (Sc) numbers. In addition, there is limited numerical and experimental data about flame characteristics and emissions of hydrogen micromix combustor at high pressure and temperature conditions. In this paper, the CFD software STAR-CCM+ was used with the FGM (Kinetic Rate) combustion model to simulate and calibrate hydrogen micromix flames. The research was divided into two parts. In the first part, the values of laminar Schmidt, Lewis and Prandtl numbers for H2 and air, non-reactive, flow mixtures were estimated as 0.22, 0.3 and 0.75 from correlations obtained in the literature. The typical Borghi diagram has been modified to represent this type of diffusion flame, since the assumption of Sc = Le = Pr = 1 can not be applied to hydrogen micromix flames and it is only for premixed flames. This diagram characterizes flame regime based on Damköhler (Da), Karlovitz (Ka) and turbulent Reynolds (Ret) numbers that were calculated from preliminary CFD simulations. In the second part, the value of laminar Schmidt number was set as constant while laminar Lewis and Prandtl numbers were obtained from the flamelet tables. A Turbulent Schmidt number was then obtained by comparing RANS and LES simulations of a single injector. If Sct > 0.2, the predicted NOx production of RANS simulations approaches that of LES; while Sct < 0.2 provides similar overall flame structure between RANS and LES. It is concluded that, for the current simulations, Sct = 0.2 is a good compromise between flame structure and emissions prediction. Flame characteristics and NOx emissions given by Thickened Flame and FGM Kinetic Rate models in a single injector geometry were also compared.

Highlights

  • The aerospace sector, as well as the automotive sector, is under the most restrictive anti-emissions law in history and these low-emission requirements are going to be further increased as time goes by

  • In the case of Thickened flame, the reaction propagates according to the laminar flame speed and the turbulence-chemistry interaction while in Flamelet Generated Manifold (FGM) Kinetic rate it is computed from the reaction kinetics and the turbulencechemistry interaction

  • For future work to increase the life of hydrogen micromix combustor, a thermal analysis must be performed, the geometry could be redesigned or the inclusion of a heat shield protecting the wall studied

Read more

Summary

Introduction

The aerospace sector, as well as the automotive sector, is under the most restrictive anti-emissions law in history and these low-emission requirements are going to be further increased as time goes by. CO2 and NOx are mainly the emissions that must be mitigated. The goals target a reduction of CO2 and NOx emissions by 50% and 80% in 2020 and by 75% and 90% in 2050 respectively relative to 2000 levels [1, 2]. According to ICAO, with the current growing trend of the civil aerospace sector, CO2 emissions are expected to increase [3]. This is clearly a fact that goes against EU objectives and must be addressed urgently since the aviation sector is responsible for roughly the 5% of man-made global warming [4]

Objectives
Results
Conclusion
Full Text
Paper version not known

Talk to us

Join us for a 30 min session where you can share your feedback and ask us any queries you have

Schedule a call

Disclaimer: All third-party content on this website/platform is and will remain the property of their respective owners and is provided on "as is" basis without any warranties, express or implied. Use of third-party content does not indicate any affiliation, sponsorship with or endorsement by them. Any references to third-party content is to identify the corresponding services and shall be considered fair use under The CopyrightLaw.