Multifuel Evaluation of Rich/Quench/Lean Combustor

Novick, A. S.; Troth, D. L.; Notardonato, J. J.

doi:10.1115/83-gt-140

Cited by 6 publications

(4 citation statements)

References 3 publications

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“…Combustor designs must balance limits for all regulated gas and particulate emissions, fuel efficiency, safety and cost. Rich Quench Lean (RQL) combustors have been used by the aviation industry since at least the 1980s to reduce NOx emissions while maintaining sufficient combustion stability (Novic et al, 1983). Today, they are the most common type of combustor listed in the ICAO emissions database (ICAO Aircraft Engine Emissions Databank, 2023).…”

Section: Aircraft Combustor Design and Operationmentioning

confidence: 99%

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Trivanovic

2024

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Section: Aircraft Combustor Design and Operationmentioning

confidence: 99%

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Trivanovic

2024

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Section: Aircraft Combustor Design and Operationmentioning

confidence: 99%

Opinion: Eliminating aircraft soot emissions

Trivanovic,

Pratsinis

2023

Preprint

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Abstract. Soot from aircraft engines deteriorates air quality around airports and can contribute to climate change primarily by influencing cloud processes and contrail formation. Simultaneously, aircraft engines emit CO2, nitrogen oxides (NOx) and other pollutants which also negatively affect human health and the environment. While urgent action is needed to reduce all pollutants, strategies to reduce one pollutant may increase another, calling for a need to decrease, for example, the uncertainty associated with soot’s contribution to net Radiative Forcing (RF) in order to design targeted policies that minimize the formation and release of all pollutants. Aircraft soot is characterized by rather small median mobility diameters, dm = 8 – 60 nm, and at high thrust, low (< 25 %) organic carbon to total carbon (OC/TC) ratios while at low thrust the OC/TC can be quite high. Computational models could aid in the design of new aircraft combustors to reduce emissions, but current models struggle to capture the soot dm, and volume fraction, fv measured experimentally. This may be in part due to oversimplification of soot’s irregular morphology in models and a still poor understanding of soot inception. Nonetheless, combustor design can significantly reduce soot emissions through extensive oxidation or near-premixed, lean combustion. For example, lean premixed prevaporized combustors significantly reduce emissions at high thrust by allowing injected fuel to fully vaporize before ignition while low temperatures from very lean jet fuel combustion limit the formation of NOx. Alternative fuels can be used alongside improved combustor technologies to reduce soot emissions. However, current policies and low supply promote the blending of alternative fuels at low ratios (~1 %) for all flights, rather than using high ratios (> 30 %) in a few flights which could meaningfully reduce soot emissions. Here, existing technologies for reducing such emissions through combustor and fuel design will be reviewed to identify strategies that eliminate them.

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“…RQL combustion technology is a special staged combustion method. The initial zone is a fuel-rich combustion grade, the middle zone is a quenching grade, and the final zone is a lean-burn grade [11][12][13][14]. Because the initial zone is fuel-rich combustion with a relatively higher equivalence ratio and lower flow rate, the combustor stable working range is relatively wider and has a better ignition performance.…”

Section: Introductionmentioning

confidence: 99%

Flow Characteristics of a Rich-Quench-Lean Combustor-Combined Low-Emission and High-Temperature Rise Combustion

Chen

et al. 2019

International Journal of Aerospace Engineering

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To determine the flow field structure and flow characteristics of a rich-quench-lean (RQL) combustor-combined low-emission and high-temperature rise combustion, a two-dimensional PIV technology was used to evaluate the effect of aerodynamic and structural parameters on the flow field and flow characteristics of the combustor. The variation in the total pressure loss of the combustor has little effect on the flow field structure of the combustor. However, the variation in the parameters of primary holes significantly affects the structure of the central recirculation zone, the distribution of local recirculation zones in the rich-burn zone and quenching zone, and the average residence time in the quenching zone. On the plane that passes through the center of the primary hole, the variations in the array mode and diameter of primary holes would form entrainment vortexes with different characteristics, thus affecting the position and flow state of local recirculation in the rich-burn zone and the local structure of the central recirculation zone. As the rotational direction of local recirculation coincides with that of the main air flow in the primary zone, the local center recirculation is intensified. In contrast, it is weakened. As the primary holes are located at half height (H/2) of the combustor, the residence time of air flow at the quenching zone can be shortened by 65% through using the staggered structure of primary holes and increasing the momentum of the partial single-hole jet. The quick-mixing process in the quenching zone is not beneficial to increase the number of primary holes and decrease the momentum of the single-hole jet.

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Multifuel Evaluation of Rich/Quench/Lean Combustor

Cited by 6 publications

References 3 publications

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Opinion: Eliminating aircraft soot emissions

Flow Characteristics of a Rich-Quench-Lean Combustor-Combined Low-Emission and High-Temperature Rise Combustion

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