Combustion instabilities - Mating dance of chemical, combustion, and combustor dynamics

Culick, F. E. C.

doi:10.2514/6.2000-3178

Cited by 37 publications

(13 citation statements)

References 39 publications

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“…[7][8][9][10][11][12][13][14] Yet, as far as examining how initial temperature affects the calculated pressurecoupled response is concerned, very few studies performed to date examined these effects.…”

Section: Initial Oscillatory Combustion Model Theory and Resultsmentioning

confidence: 99%

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model

Spurling¹

2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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A parametric analysis is performed using the Zeldovich-Novozhilov (ZN) method combined with a pseudo-propellant model (Petite Ensemble) to illuminate the linkage between a propellant's initial temperature, propellant oxidizer size distribution, and resulting pressure-coupled response. Previous testing of an Ammonium-Perchlorate Hydroxyl-Terminated Polybutadiene (AP/HTPB) propellant in a temperature conditioned T-burner combined with modeling using global propellant parameters in a ZN model has shown a direct link between a propellants' initial temperature and its pressure-coupled response. The results from this analysis, compared to data taken by a temperature conditioned T-burner and the previous modeling effort displays this linkage between initial temperature and pressure-coupled response as well. While the temperature sensitivity parameter has the largest effect on pressure-coupled response, the larger particle size fraction of oxidizer is the most influential on increasing propellant temperature sensitivity. NomenclatureA = Non-dimensional function used in linear frequency response analysis ̅ = Multiplicative factor used in Arrhenius pyrolysis law, (cm/s)/(atm) ns B = Non-dimensional function used in linear frequency response analysis c = Specific heat of the solid propellant � = Activation energy at the propellant surface (cal/mol) f = Frequency (Hertz) i = The imaginary component of a complex number (i = √−1) M = The number of pseudo-propellants contained in the complete propellant m j = Mass fraction of the j th component n = Non-dimensional pressure exponent for steady pressure conditions n s = Non-dimensional pressure exponent for pyrolysis law. η = Thermal diffusivity (m 2 /s) σ p = Burn rate temperature sensitivity at a constant pressure (%/K) ̅ = Mean pressure (MPa) r j = burn rate of the j th component Rp = Pressure-coupled response function, non-dimensional ℜ = Universal gas constant (1.987 cal/mol•K) S j = Ballistic property of the j th component ̅ p = Burn rate (mm/s) ̅ = Mean Burn rate (mm/s) ρ p = Propellant density (kg/cm 2 ) T s = Burning surface temperature (K) T o = Initial bulk propellant temperature (K) z 1,2 = Complex characteristic roots ( �1 ± �(1 + 4 Ω)� 2 ⁄ ) Ω = Non-dimensional frequency (2 ̅ 2 ⁄ ) Downloaded by PRINCETON UNIVERSITY on August 11, 2015 | http://arc.aiaa.org |

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Section: Initial Oscillatory Combustion Model Theory and Resultsmentioning

confidence: 99%

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model

Spurling¹

2014

50th AIAA/ASME/SAE/ASEE Joint Propulsion Conference

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“…Finally models that also consider fluid dynamic processes in the combustor may capture more of the important physics. Dr. Culick at California Institute of Technology reinforces these thoughts with the comment "the characteristics of the dynamic behavior of a combustor seem to be immensely more sensitive to changes in velocity dependant combustion dynamics than to changes in pressuredependent dynamics" (Culick (2000)). …”

Section: Technology Readinessmentioning

confidence: 88%

“…It is often generalizes that pressure fluctuations are acoustic instabilities associated with the mode shapes of the combustor. Often (Culick 2000) velocity fluctuations in the flow from fluid dynamic disturbances drive the pressure and heat release fluctuations, not modes.…”

Section: A Comment On the Rayleigh Criteriamentioning

confidence: 99%

Review of advances in combustion control, actuation, sensing, modeling and related technologies for air breathing gas turbines

Kiel¹

2001

39th Aerospace Sciences Meeting and Exhibit

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For more than 50 years active combustion control has been studied for attenuation of combustion instabilities. Current and future combustion systems require more than control of combustion instabilities to meet ever expanding and increasing goals. For aero-gas turbine engines applications such as control of combustor exit temperature distribution, control of combustion instabilities, and control of pollutant emissions and engine health management (EHM) are just a few. Combustion control can be used to enhance performance and increase the durability of gas turbine engines. Combustion control can impact performance goals such as increased thrust, and reduced thrust specific fuel consumption (tsfc). It can also impact durability and Life Cycle Cost (LCC) through control of pattern factor and combustor exhaust profile.Combustion control applications require many technology approaches to be realized before different combustion control can be implemented in military of commercial gas turbines. Tlie readiness of actuation technology is probably the long pole technology for many of the combustion control application. Advances in sensor technology will also be required. Actual combustor exit measurements would be most beneficial to differentiating between combustor and high pressure turbine performance. Non-intrusive sensors to detect combustion products and intermediates will be useful as inputs to advanced control systems. Advanced models and controls probably have the highest state of readiness, probably because so much past time and resources have been focused in this area. Continued effort is warranted developing models based on realistic physics with estimation of uncertainty and noise.

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“…This destabilizing term has been confirmed recently by Majdalani et al 27 and Culick. 28 From that perspective, a less vortical field is prone to promoting a more stable acoustic environment. The second phenomenon regards the transverse penetration of vorticity.…”

Section: B Mean Flow Charactermentioning

confidence: 99%

Cold-flow analysis of the gas dynamics in a slab rocket motor including curvature effects

Majdalani

Moorhem

2001

37th Joint Propulsion Conference and Exhibit

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Combustion instabilities - Mating dance of chemical, combustion, and combustor dynamics

Cited by 37 publications

References 39 publications

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model

Review of advances in combustion control, actuation, sensing, modeling and related technologies for air breathing gas turbines

Cold-flow analysis of the gas dynamics in a slab rocket motor including curvature effects

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Combustion instabilities - Mating dance of chemical, combustion, and combustor dynamics

Cited by 37 publications

References 39 publications

Modeling Effects of Initial Temperatures on a Propellant&apos;s Pressure-Coupled Response Using a Psedo Propellant Model

Modeling Effects of Initial Temperatures on a Propellant&apos;s Pressure-Coupled Response Using a Psedo Propellant Model

Review of advances in combustion control, actuation, sensing, modeling and related technologies for air breathing gas turbines

Cold-flow analysis of the gas dynamics in a slab rocket motor including curvature effects

Contact Info

Product

Resources

About

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model

Modeling Effects of Initial Temperatures on a Propellant's Pressure-Coupled Response Using a Psedo Propellant Model