Fuel Hydrogen Content Research Articles

Structure and nitric oxide formation in laminar diffusion flames of ammonia–hydrogen and air

In this work, we present an investigation of the structure and formation of nitrogen oxides (NOx) in an axisymmetric laminar diffusion flame in which an ammonia–hydrogen fuel stream is surrounded by co-flowing air. Green ammonia, produced using renewable energy, is a promising carbon-free fuel for replacing hydrocarbon fuels over a diverse range of combustion applications. A key challenge for ammonia combustion is to understand the kinetics of nitrogen oxide formation for designing low-NOx combustion systems. In this experimental study, ammonia fuel is blended with hydrogen to increase fuel reactivity, with a fuel composition range of 15%–100% hydrogen. NOx emissions and fuel slip are measured by downstream sampling of NO, NO2, N2O and NH3 with a Fourier Transform Infrared (FTIR) gas analyzer. Flame structure is visualized by planar laser-induced fluorescence (LIF) for NO, NH, and OH radicals, as well as OH* by filtered chemiluminescence. Species concentration profiles are compared to predictions from 2-dimensional axisymmetric numerical models of the laminar flame using recent kinetic mechanisms developed for ammonia combustion. No measurable ammonia slip was recorded for any fuel composition, in agreement with model predictions. Good agreement between predictions and measurements was obtained for exhaust nitrogen oxide concentrations and for in-flame radical profiles, although larger variation and deviations are observed for predictions of NO2 and N2O than for NO. Numerical predictions for spatial distribution of flame radicals and flame liftoff height also showed good agreement with LIF and chemiluminescence measurements. For high fuel hydrogen content, the measured NH and NO profiles are shifted inward toward the fuel outlet, away from the peak temperature contour. Reaction path analysis is used to illustrate the important contributions to NO creation and destruction, including the differing role of key reaction pathways with varying fuel hydrogen content.

Experimental Investigation of Spark-Assisted Compression-Ignition with Ammonia-Hydrogen Blends

Carbon-free emissions and stable operation of ammonia-fueled internal combustion engines have been demonstrated in recent studies through combustion strategies suited to the fuel’s unique properties. High ignition energy and slow flame speed of ammonia are typically compensated for by hydrogen addition and/or enhanced ignition systems while the high octane rating of ammonia allows high compression ratio. The experimental study in this work investigates the performance of ammonia in spark-assisted compression-ignition (SACI) mode, where the cylinder charge is spark ignited and a subsequent auto-ignition event results in a faster burn and more ideal combustion phasing. The high-compression ratio engine was fueled by 100% anhydrous ammonia or blends with small quantities of hydrogen (2.5% and 5% by volume). Fuels were port-injected for a homogeneous intake charge mixture at stoichiometric equivalence ratio. Two different engine speeds were tested at several intake temperatures and spark timings. All cases showed an inflection point in the apparent heat release rate (AHRR) followed by more rapid rate of heat release, signaling the onset of auto-ignition. Blending hydrogen in the fuel benefited gross indicated mean effective pressure (gIMEP) at maximum brake torque (MBT) timing, but pure ammonia fuel was more stable across a wide range of spark timings and intake temperatures. Burn durations in the present study were similar to those of conventional SI engines fueled by gasoline indicating that the combustion enhancement of SACI compensated for the lower flame speed of ammonia. The control of SI percent, defined as the fraction of heat release before auto-ignition compared to the total heat release, is shown to be strongly related to the sensitivity of auto-ignition timing to spark timing. Unburned ammonia emissions are hypothesized to be primarily driven by unburned gases trapped in the crevices and are mitigated slightly through blending hydrogen in the fuel or by increasing intake temperature. However, the addition of hydrogen and increasing intake temperature led to increased nitric oxide (NO) emissions. Of primary concern because of its potent global warming potential, nitrous oxide (N2O) did not show a clear trend with fuel hydrogen content or intake temperature, but definitively increased for the higher engine speed.

Extinction and NO formation of ammonia-hydrogen and air non-premixed counterflow flames

Green ammonia, produced using renewable energy, is a promising carbon-free energy vector and fuel. This work studies combustion of ammonia-hydrogen fuel mixtures with air in counterflow diffusion flame experiments and provides an improved kinetic mechanism for modeling ammonia combustion. The extinction strain rate is measured for a range of 0 to 15% hydrogen in the fuel blend. The flame structure is also investigated with quantitative laser-induced fluorescence (LIF) measurements of nitric oxide (NO) for the same hydrogen concentrations and strain rate range from 26 to 134 s−1. For these conditions, NO concentration increases with both strain rate and fuel hydrogen content. The previously published kinetic model developed by the authors is used to perform one-dimensional flame simulations of the experimental setup and conditions, and results are compared to three other recently published ammonia mechanisms. None of the selected models satisfactorily predict both the measured extinction strain rate and flame NO concentration. The models mainly fail to predict extinction strain rate at higher H2 fraction and NO formation at the highest experimental strain rates and H2 fraction. The reaction rate parameters for some of the key reactions in the published model developed by authors were updated to improve agreement with experimental results. The updated model results are closely aligned with extinction strain rate measurements, and have improved prediction of flame NO concentration. The model reveals that the reactions from the NH2 and NH sub-mechanism are sensitive in predicting the extinction strain rate as well as NO. In particular, the reaction NH+NO=N2O+H had significant impact on NO predictions.

Aircraft engine particulate matter emissions from sustainable aviation fuels: Results from ground-based measurements during the NASA/DLR campaign ECLIF2/ND-MAX

The use of alternative jet fuels by commercial aviation has increased substantially in recent years. Beside the reduction of carbon dioxide emission, the use of sustainable aviation fuels (SAF) may have a positive impact on the reduction of particulate emissions. This study summarizes the results from a ground-based measurement activity conducted in January 2018 as part of the ECLIF2/ND-MAX campaign in Ramstein, Germany. Two fossil reference kerosenes and three different blends with the renewable fuel component HEFA-SPK (Hydroprocessed Esters and Fatty Acids Synthetic Paraffinic Kerosene) were burned in an A320 with V2527-A5 engines to investigate the effect of fuel naphthalene/aromatic content and the corresponding fuel hydrogen content on non-volatile particle number and mass emissions. Reductions up to 70% in non-volatile particle mass emission compared to the fossil reference fuel were observed at low power settings. The reduction trends to decrease with increasing power settings. The fuels showed a decrease in particle emission with increasing fuel hydrogen content. Consequently, a second fossil fuel with similar hydrogen content as one of the HEFA blends featured similar reduction factors in particle mass and number. Changes in the fuel naphthalene content had significant impact on the particle number emission. A comparison to in-flight emission data shows similar trends at cruise altitudes. The measurements highlight the importance of individual fuel components in regulating engine emissions, particularly at the low thrust settings typically employed during ground operations (e.g. during idle and taxi). Therefore, when selecting and mixing SAF blends to meet present fuel-certification standards, attention should be paid to minimizing complex aromatic content to achieve the greatest possible air quality and climate benefits.

Influence of alternative fuel properties and combustor operating conditions on the nvPM and gaseous emissions produced by a small-scale RQL combustor

Non-volatile Particulate Matter (nvPM) from aircraft gas turbine engines are harmful to both human health and the environment, but can be significantly reduced by using low aromatic Sustainable Aviation Fuel (SAF). As part of the Horizon 2020 funded JETSCREEN (JET fuel SCREENing and optimisation platform for alternative fuels) project, nvPM and gaseous emissions were characterised using regulatory compliant sampling and measurement methodologies for a small-scale (<250kW) non-proprietary RQL combustion rig, at pressures ranging from 1.0 to 2.4 bara. The impact of flow conditions, air to fuel ratio and fuel composition was investigated for a selection of conventional aviation Jet-A1 fuels, SAFs, and blended fuels. Measured concentrations were corrected for particle-size-dependant system losses using particle size measurements, to be representative of combustor exit concentrations.Across the range of fuels (hydrogen contents 13.51%-15:31%), system-loss-corrected nvPM mass, number, and size were shown to decrease with increasing fuel hydrogen content, in agreement with previous studies. Inverse power law correlations are proposed as the best descriptors of these trends. Average reductions in nvPM mass, number, and sizes of 73%, 54% and 17% respectively, were observed for a near-zero aromatic ATJ fuel compared to a reference Jet A1 fuel, with minimal changes to measured gaseous pollutants. It is noted that without size-dependant system loss corrections, nvPM number reductions were overreported (∼6% for the ATJ fuel) due to the smaller particle sizes with increasing fuel hydrogen content. It was hypothesised that observed nvPM deviations from the fuel hydrogen content trends were due to fuel physical properties affecting atomisation, however no correlations were found greater than the measurement uncertainty and combustor rig variability.This study provides a unique dataset intended to facilitate combustion model validation, providing full details of combustor geometry, flow conditions and rig conditions, along with the representative combustor exit nvPM and gaseous data.

Impact of fuel hydrogen content on non-volatile particulate matter emitted from an aircraft auxiliary power unit measured with standardised reference systems

Replacement of conventional petroleum jet fuel with sustainable aviation fuels (SAFs) can significantly reduce non-volatile Particulate Matter (nvPM) emissions from aircraft main engines and auxiliary power units (APUs). As part of the Initiative Towards sustAinable Kerosene for Aviation (ITAKA) project, the impact of fuel hydrogen content on nvPM number and mass emissions and particle size distributions were investigated using a GTCP85 APU burning blends of conventional (Jet A-1) and Hydrotreated Esters and Fatty Acids (HEFA)-derived (Used Cooking Oil and Camelina) aviation fuels. The measurements were conducted during two separate test campaigns performed three years apart, each employing a different regulatory compliant sampling and measurement reference system for aircraft engine nvPM emissions. The objective was to investigate the correlation of fuel hydrogen content with nvPM number and mass emissions at the engine exit plane (EEP) independent of fuel composition, measurement system, and ambient conditions. The nvPM number and mass emissions and size distributions systematically decreased with increasing fuel hydrogen content regardless of the fuel composition or APU operating condition. The measured nvPM emissions were particle loss-corrected to the EEP and normalised to a common fuel hydrogen content. Similar rates of nvPM reductions were observed for both test campaigns at all investigated APU operating conditions, confirming that engine exit nvPM reductions correlate with fuel hydrogen content for fuels of relatively similar compositions. This analysis method can be applied to emissions data from other engine types to compare the reduction in nvPM emissions for sustainable aviation fuels and blends.

An experimental and modeling study of ammonia with enriched oxygen content and ammonia/hydrogen laminar flame speed at elevated pressure and temperature

Laminar flame speeds of ammonia with oxygen-enriched air (oxygen content varying from 21 to 30 vol.%) and ammonia-hydrogen-air mixtures (fuel hydrogen content varying from 0 to 30 vol.%) at elevated pressure (1–10 bar) and temperature (298–473 K) were determined experimentally using a constant volume combustion chamber. Moreover, ammonia laminar flame speeds with helium as an inert were measured for the first time. Using these experimental data along with published ones, we have developed a newly compiled kinetic model for the prediction of the oxidation of ammonia and ammonia-hydrogen blends in freely propagating and burner stabilized premixed flames, as well as in shock tubes, rapid compression machines and a jet-stirred reactor. The reaction mechanism also considers the formation of nitrogen oxides, as well as the reduction of nitrogen oxides depending on the conditions of the surrounding gas phase. The experimental results from the present work and the literature are interpreted with the help of the kinetic model derived here. The experiments show that increasing the initial temperature, fuel hydrogen content, or oxidizer oxygen content causes the laminar flame speed to increase, while it decreases when increasing the initial pressure. The proposed kinetic model predicts the same trends than experiments and a good agreement is found with measurements for a wide range of conditions. The model suggests that under rich conditions the N2H2 formation path is favored compared to stoichiometric condition. The most important reactions under rich conditions are: NH2+NH=N2H2+H, NH2+NH2=N2H2+H2, N2H2+H=NNH+H2 and N2H2+M=NNH+H+M. These reactions were also found to be among the most sensitive reactions for predicting the laminar flame speed for all the cases investigated.

Particle emissions of two unblended alternative jet fuels in a full scale jet engine

The emission of soot particles from aircraft jet engines is relevant due to their impact on contrail formation and local air quality in airport areas. The reduction of particle emission may be achieved by changes in jet engine design. This, however, will only affect new aircraft. Previous studies have shown that the use of alternative jet fuels feature a co-beneficial reduction of soot emission beside an improved carbon footprint. In the present study, a CFM56-5C4 engine was operated on a test rig with three different fuel types: one reference kerosene, a catalytic hydrothermolysis jet fuel (ReadiJet) and an unblended alcohol-to-jet (ATJ) fuel. Due to the absence of aromatics in the ATJ fuel, ASTM jet fuel requirements are not met, but the use of this fuel led to a reduction of 70% in particle mass compared to the reference fuel. The ReadiJet fuel has higher aromatic content, lower fuel hydrogen content and, thus, an increase in particle emission was observed. For the present engine, the highest soot reductions were observed at lower power settings. In accordance to previous studies, the soot emission showed a good correlation to the hydrogen content of the fuels and the emission reduction matches the estimations of the imFOX model. In order to compare test rig studies to field studies, transient processes must be considered because they govern take-off conditions. Four experiments with different transient thrust patterns were performed on the test rig with regular Jet A-1. If the thrust changes were not very rapid (e.g. 5 s to ~90% thrust) the results could be reproduced with a set of pseudo-stationary processes to a sufficient extend. This emphasizes the relevance of test-rig studies for real in-field measurements and local air quality studies.

Numerical study of oxy-fuel MILD (moderate or intense low-oxygen dilution combustion) combustion for CH4–H2 fuel

This paper demonstrates a numerical study on the combination of Oxy-Fuel and MILD (moderate or intense low-oxygen dilution combustion) combustions, i.e. OXY-MILD. The N2 of a hot oxidizer was replaced with CO2 and H2O in a MILD combustion test case. The study was conducted using a CFD analysis, a zero-dimensional well-stirred reactor analysis, and a reactors network analysis. In the CFD analysis, RANS equations with modified k−ε equations were solved for a 2D-axisymmetric computational domain. Results showed a decrease in temperature gradient, reaction rate, and Damköhler number under the OXY-MILD condition in comparison with the MILD one. It seems the higher the oxygen level in the preheated oxidizer, the more effective the removal of N2 from the hot oxidizer was on the uniformity and extending of the reaction zone. Under OXY-MILD condition, an increment of inlet oxygen level decreased concentrations of CO, NO, CH2O, and HCO and increased temperature in the reaction zone. Furthermore, the effect of fuel hydrogen content on the reaction zone was investigated. A reduction of fuel hydrogen content led to an increase in both the uniformity of temperature field and the area of the reaction zone, and a decrease in formations of NO and CO for the OXY-MILD combustion.

Numerical study of CO and CO2 formation in CH4/H2 blended flame under MILD condition

Reduction of air pollutants formation from hydrocarbon combustion process requires improvements in combustion systems. The moderate and intense low oxygen dilution (MILD) combustion technique is an opportunity to achieve such a goal. MILD combustion is a combustion regime which can be attained by high temperature preheating and high level dilution. In this paper, the mechanism of CO and CO2 formation for a CH4/H2 fuel mixture is studied under MILD combustion condition of a jet in hot coflow (JHC) burner. This investigation is done using the computational fluid dynamics (CFD) and also zero dimensional well-stirred reactor (WSR) analysis. The RANS equations with modified k–ε equations are solved in an axisymmetric 2D computational domain. The DRM-22 reduced mechanism is considered to represent the chemical reactions. The effects of oxidizer oxygen concentration and fuel hydrogen content are studied on methane oxidation pathways. Results show that the higher hydrocarbon oxidation pathways are effective on CO and CO2 formation under MILD condition. In the methane oxidation mechanism, the ratio between the main route and ethane route is the main reason of CO increment at higher O2 level under MILD condition in JHC laboratory burner. The WSR analysis illustrates that a decrease of O2 concentration in oxidizer does not necessarily lead to lower production of CO and CO2.

NOx Formation in H2-CH4 Blended Flame Under MILD Conditions

In this article, NO production mechanisms for CH4-H2 combustion under MILD (moderate or intense low-oxygen dilution) conditions are studied using CDF and also zero-dimensional well stirred reactor (WSR) analysis. A H2/CH4 jet into a heated and diluted coflow is modeled in CFD analysis. The RANS equations with modified k − ϵ equations are solved in an axisymmetric 2D computational domain. The GRI2.11 full mechanism is considered to represent the chemical reactions. The effects of oxidizer oxygen concentration, fuel hydrogen content, and fuel jet Reynolds number are studied on NO formation reactions. Results show that the measurements are predicted with an acceptable accuracy. The NNH and N2O routes are the most important pathways in NO formation under MILD conditions. An increase in oxidizer O2concentration or decrease in fuel hydrogen content addressesthe decrease in importance of the mentioned NO formation routes.

Process Evaluation of Biomass Cofiring and Reburning in Utility Boilers

Biomass has been considered as an alternative fuel to firing coal in utility boilers because of its vast availability and renewable nature. However, the use of biomass as a full or partial replacement for coal needs a careful evaluation of its impact on the boiler performance and the best approach for implementation. In the past, biomass has been implemented in a cofiring mode and is injected into the coal pipe providing a portion of the heat input. Another approach of utilizing biomass is through reburning. In this application, biomass can be directly injected above the burner zone as a reburn fuel, which utilizes the renewable energy and can lead to reduced NOX emissions. In addition, this approach reduces the requirements for mill and/or burner modifications. This paper reviews (1) the process conditions and burner flame structures for biomass cofiring as a function of the heat input and (2) the process requirements and impacts of biomass reburning on the boiler combustion performance. The study indicates that a successful implementation of biomass as an alternative fuel requires a case-by-case examination of the biomass properties such as its fuel factor, F, defined as the ratio of the air-to-fuel demand to the heating value, and its combustion moisture factor, MC, defined as the ratio of the fuel hydrogen content to the fuel carbon content.

Experimental analysis and modeling for a circular-planar type IT-SOFC

This work presents an experimental analysis of circular-planar type intermediate-temperature solid oxide fuel cells, and the interpretation of the experimental results with a finite volume model. The model is developed to generate cell mass and energy balances and internal cell profiles for all the relevant thermodynamic or electrochemical variables, and includes a fluid-dynamic analysis focusing on the investigation of the cell internal flow conditions. Experiments have been carried out at the Edison laboratories, where several single cells fuelled with hydrogen were subject to polarization curve analysis and internal temperature measurements. The model is calibrated and validated over experimental voltage–current data, provides information on cell internal losses and demonstrates the capacity of predicting the single cell behavior and overall energy balances when changing significantly the cell operating conditions. The discussion also addresses the effects of diffusion losses appearing in the experiments carried out at high current output and low fuel hydrogen content.

The Influence of Fuel Hydrogen Content Upon Soot Formation in a Model Gas Turbine Combustor

The sooting tendencies of various fuel blends containing either single-ring or polycyclic aromatics have been studied in a model gas turbine combustor at a pressure of 1.0 MPa and varying values of air/fuel ratio. Sooting tendencies were determined by flame radiation, exhaust soot, and infra-red absorption measurements. The results of this study have indicated that, even for fuels containing high concentrations of naphthalenes or tetralins (&gt; 10 percent v), fuel total hydrogen content correlates well with fuel sooting tendency. The present results are explained by a hypothesis that assumes that the majority of soot is formed in regions of high temperature, low oxygen content, and low fuel concentration, e.g., the recirculation zone.

NASA/General Electric Broad-Specification Fuels Combustion Technology Program: Phase I

Programme destine a developper la technologie requise pour utiliser les combustibles avec des proprietes elargies par les turbines a gaz d'aviation. La premiere phase de ce programme consiste en une evaluation experimentale de trois concepts differents de chambre de combustion

Fuel Character Effects on the TF41 Engine Combustion System

The effects of fuel property variations on the performance and exhaust emissions of the Allison TF41 engine combustion system were determined by combustor rig tests and data analysis. Hot section durability characteristics were evaluated through computer simulations. Twelve refined and blended fuels which incorporated variations in hydrogen content, aromatic type and content, distillation range, and viscosity were evaluated. At high-power operating conditions, fuel properties such as hydrogen and aromatic content affected emission levels, smoke formation, combustion efficiency, and linear wall temperatures. No significant correlation between combustor performance parameters and fuel properties could be found at idle conditions. The maximum attainable ignition altitude was severely limited by reduced fuel hydrogen content (increased aromatic content). Combustor barrel (dome to discharge nozzle) metal temperatures responded to changes in fuel hydrogen content and aromatic type. However, combustor life was not sensitive to fuel properties since the life-limiting discharge nozzle wall temperatures were relatively insensitive to any fuel tested. Turbine (stator vane and rotor blade) life showed very little correlation to any fuel property characteristic.

Radiation and Smoke From the Gas Turbine Combustor Using Heavy Fuels

Broadening of aviation fuel specifications has been simulated using blends of gas oil and residual fuel oil. Radiation, smoke, and temperature measurements in an experimental combustor at various air pressure, inlet temperture, and air/fuel ratios showed a diminishing rate of increase of radiation with soot concentration and reduced sensitivity of smoke to fuel hydrogen content at higher combustor pressures.

Fuel Character Effects on J79 and F101 Engine Combustor Emissions

Results of a program to determine the effects of fuel properties on the pollutant emissions of two US Air Force aircraft gas turbine engines are presented. Thirteen test fuels, including baseline JP-4 and JP-8, were evaluated in a cannular (J79) and a full annular (F101) combustor. The principal fuel variables were hydrogen content, aromatic structure, volatility, and distillation end point. Data analysis shows that fuel hydrogen content is a key fuel property, particularly with respect to high power emissions (oxides of nitrogen and smoke), and that low power emissions (carbon monoxide and hydrocarbons) are more dependent on fuel atomization and evaporation characteristics.© 1980 ASME

Fuel Property Effects on Life Characteristics of Aircraft Turbine Engine Combustors

Results of a program to determine the effects of fuel properties on the life characteristics of two USAF/General Electric aircraft turbine engine combustors are presented. Thirteen test fuels were evaluated in an older technology cannular combustion system (J79) and in an advanced-technology, virtually smokeless, compact, annular combustion system (F101) over wide ranges of simulated engine operating conditions. Fuel variables were hydrogen content, aromatic structure, volatility, and distillation end point. Significant increases in combustor liner temperatures were observed as fuel hydrogen content was decreased. With fuel hydrogen contents of 14.5,14.0,13.0, and 12.0, the resulting relative combustor liner cyclic life predictions are 1.00, 0.78, 0.52, and 0.35 for the J79 combustor and 1.00, 0.72, 0.52, and 0.47 for the F101 combustor, respectively. Based upon these findings, it is concluded that improved liner cooling design features will be needed in most currenttechnology combustors to accommodate the projected lower hydrogen contents of future fuels.

Dependence of Soot Production on Fuel Blend Characteristics and Combustion Conditions

Liquid synthetic fuels derived from nonpetroleum resources will play a major role in meeting future national energy demands. In the case of gas turbine applications, it is known that the different properties of these fuels can result in substantially altered combustion performance. Most importantly, decreased fuel hydrogen content resulting from an increased aromatic content has been observed to result in increased exhaust smoke and particulates as well as greater flame luminosity. This paper contributes empirical information and insight which allows the greater soot formation tendencies of low hydrogen content fuels to be better understood. A small scale laboratory device which simulates the strongly backmixed conditions present in the primary zone of a gas turbine combustor is utilized. The Jet Stirred Combustor provides for very rapid mixing between a premixture of vaporized fuel and air and the combustion products within a 5.08 cm dia hemispherical reactor. Results to be presented are gaseous combustion product distributions, incipient soot limits, and soot production (mg/l) for a variety of fuels. The influences of combustor inlet temperature and reactor mass loading have been evaluated and the sooting characteristics of fuel blends have been studied. These results have been analyzed to develop useful correlations which are in general agreement with existing mechanistic concepts of the soot formation process.