LES based investigation of autoignition in turbulent co-flow configurations

The impact of turbulence on the autoignition of a diluted hydrogen jet in a hot co-flow of air is studied numerically. The LES combustion model used is successfully validated against experimental measurements and 3D DNS. Parametric studies are then carried out by separately varying turbulent intensity and integral length scale in the co-flow, while keeping all other boundary conditions unchanged. It is found that the impact of turbulence on the location of autoignition is non-trivial. For weak to mild turbulence, with a turbulent time scale larger than the minimum ignition delay time, autoignition is facilitated by increased turbulence. This is due to enhanced mixing between fuel and air, creating larger most reactive mixture fraction regions. On the other hand, for turbulent time scales smaller than the ignition delay time, the increased scalar dissipation rate dominates over the effect of increased most reactive mixture fraction regions, which leads to a rise in the autoignition length. Turbulence–chemistry interaction mechanisms are analysed in order to explain these observations.     

CMC simulations of lifted turbulent jet flame in a vitiated coflow

Lifted turbulent jet diffusion flame is simulated using Conditional Moment Closure (CMC). Specifically, the burner configuration of Cabra et al. [R. Cabra, T. Myhrvold, J.Y. Chen, R.W. Dibble, A.N. Karpetis, R.S. Barlow, Proc. Combust. Inst. 29 (2002) 1881–1887] is chosen to investigate H₂/N₂ jet flame supported by a vitiated coflow of products of lean H₂/air combustion. A 2D, axisymmetric flow-model fully coupled with the scalar fields, is employed. A detailed chemical kinetic scheme is included, and first order CMC is applied. Simulations are carried out for different jet velocities and coflow temperatures (T_c). The predicted liftoff generally agrees with experimental data, as well as joint-PDF results. Profiles of mean scalar fluxes in the mixture fraction space, for T_c=1025 and 1080 K reveal that (1) Inside the flame zone, the chemical term balances the molecular diffusion term, and hence the structure is of a diffusion flamelet for both cases. (2) In the pre-flame zone, the structure depends on the coflow temperature: for the 1025 K case, the chemical term being small, the advective term balances the axial turbulent diffusion term. However, for the 1080 K case, the chemical term is large and balances the advective term, the axial turbulent diffusion term being small. It is concluded that, lift-off is controlled (a) by turbulent premixed flame propagation for low coflow temperature while (b) by autoignition for high coflow temperature.     

An experimental study of hydrogen autoignition in a turbulent co-flow of heated air

The autoignition behaviour of hydrogen in a turbulent co-flow of heated air at atmospheric pressures was examined experimentally. Turbulent flows of air, with temperatures up to 1015 K and velocities up to 35 m/s, were set up in an optically accessible tube of circular cross-section. The fuel, pure or diluted with nitrogen, was continuously injected along the centreline of the tube, with velocities equal to or larger than those of the air, and temperatures that were lower. The fuel mixing patterns hence obtained were akin to diffusion from a point source or to an axisymmetric jet within a co-flow. For a relatively wide range of temperatures and velocities, a statistically steady condition of randomly occurring autoignition kernels was observed, whose axial location was measured by hydroxyl radical chemiluminescence. The probability density function of autoignition location was sharp enough to allow the accurate determination of a minimum autoignition length and smooth enough to allow the mean and variance to be calculated. It was found that both autoignition lengths increased with the air velocity and decreased with the air temperature, as expected. An estimate of the residence time up to autoignition showed that the autoignition delay times increased with the air velocity for the same temperature, suggesting a delaying effect of the turbulence on autoignition. The connection between these findings and previous experimental and direct numerical simulation studies is discussed.     

Perturbative QCD results on pion production in <Emphasis Type="Italic">pp,pA</Emphasis> and <Emphasis Type="Italic">AA</Emphasis> collisions

We summarize new pQCD results on pion production in proton–proton (pp), proton–nucleus (pA) and nucleus–nucleus (AA) collisions. Our calculation introduces intrinsic parton transverse momentum (k_T) and is performed effectively at next-to-leading order (NLO), applying a K factor extracted for jet events. Two different factorization scales, Q = p_Tjet/2 and p_Tjet are used. Experimental data in pA collisions imply a preference for the latter choice at NLO level. We display our results at CERN SPS for AA collisions.     

Amplitude and frequency characteristics of acoustic jets

The prerequisites to formation and the characteristics of a jet that occurs at the open end of a waveguide guiding an intense sound wave are studied. The velocity field is measured by a hot-wire anemometer. The previously developed method of separating the jet velocity V_jet from the amplitude of the oscillating particle velocity V_osc, which is applicable only when V_jet>V_osc, is supplemented with the method of oscillogram processing applicable for V_jet≤V_osc. Thus, a full picture of the jet evolution in space, starting from the waveguide outlet, is obtained. The experimentally determined spatial distribution of the jet velocity is found to agree well with the numerically simulated dependences reported by other authors. For the oscillating velocity amplitude at the open end of the waveguide, a threshold value, beyond which the formation of the acoustic jet takes place, is revealed. The frequency dependence of this threshold value is determined. The dependence of the maximal jet velocity on the oscillating velocity amplitude in the outlet waveguide cross section is found to be close to linear.     

Laminar flame speed and autoignition characteristics of surrogate jet fuel blended with hydrogen

Hydrogen combustion has emerged as one promising option toward the achievement of carbon-neutral in aviation. In this study, the effects of hydrogen addition on laminar flame speeds, autoignition, and the coupling of autoignition and flame propagation for surrogate jet fuel n-dodecane are numerically investigated at representative engine conditions to elucidate the potential challenges for flame stabilization and the autoignition risks in combustor design. Results show that the normalized flame speed increases almost linearly with hydrogen addition for fuel-lean conditions, while for fuel-rich conditions it increases nonlinearly and can be up to 20. This poses great challenges for avoiding flameholding and flashback, particularly for fuel-rich mixtures. Results further show that flame speed enhancement due to the increased flame temperature can be neglected under fuel-lean conditions, but not for fuel-rich mixtures. For the dependence of ignition delay time on temperature, there exists a unique intersection between pure n-dodecane/air and H₂/air mixtures. Near the intersection temperature, there exists subtle kinetic coupling of the two fuels, leading to different H₂ roles, e.g., accelerator or inhibitor, for the autoignition process of n-dodecane/H₂/air mixtures. With this intersection temperature, the diagram for autoignition risks is constructed, which demonstrates that H₂ acts as an inhibitor under subsonic cruise conditions while either an inhibitor or an accelerator under supersonic cruise conditions depending on the combustor inlet temperature and the amount of hydrogen addition. With the potential coupling of autoignition and flame propagation, the 1-D autoignition-assisted flame calculations show that hydrogen addition can alleviate or even eliminate the two-stage ignition characteristics for pure n-dodecane/air flames. For n-dodecane blended with hydrogen, the autoignition-assisted flame propagation speed, as well as the global transition from flame propagation to autoignition, can still be described by an analytic scaling parameterized by the ignition Damkӧhler number.     

Large-scale flow structures in a planar offset attaching jet with a co-flowing wall jet

Conditional averaging techniques were used to examine the periodic motions that were observed in flows consisting of an offset planar jet and a co-flowing planar wall jet. The offset jet is one jet height (H_j) away from the wall and has a Reynolds number of approximately 40, 000, based on H_j and flow-rate averaged velocity U_o; for the co-flowing jets, different heights (i.e., 0.18H_j and 0.5H_j) and velocities (i.e., 0.56U_o and 0.36U_o) were considered. The flows had periodic motions with frequencies fH_j/U_o = 0.28 and 0.49 or fH_c/U_o = 0.23 and 0.25, where H_c is the distance between the jets. The periodic motions were present in both the inner shear layer of the offset jet above the re-circulation region and the outer shear layer of the wall jet below the re-circulation region. The motions from the inner shear layer of the offset jet persisted in the shear layer that formed downstream of the re-circulating region. There were periodic motions in the outer shear layer of the offset jet particularly in the flow with the smaller wall jet. The relative contribution of the motions to the total fluctuations increased as the flow evolved downstream reaching a maximum approximately 4H_c downstream of the flow exit. The relative contribution of the periodic motions to the turbulent fluctuations was similar in the two flows but the periodic motions had a much larger impact on the near-wall velocity and pressure fluctuations in the flow with the smaller wall jet due to the trajectory of the periodic structures, the distance of the periodic structures to the wall and the size of these structures.     

Effects of temperature and equivalence ratio on the ignition of n-heptane fuel spray in turbulent flow

Direct numerical simulations were performed to study the autoignition process of n-heptane fuel spray in a turbulent field. For the solution of the carrier gas fluid, the Eulerian method is employed, while for the fuel droplets, the Lagrangian method is used. Droplets are initialized at random locations in a two-dimensional isotropic turbulent field. A chemistry mechanism for n-heptane with 44 species and 112 reactions was adopted to describe the chemical reactions. Three cases with the same initial global equivalence ratio (0.5) and different initial gas phase temperatures (1100, 1200, and 1300 K) were simulated. In addition, two cases with initial global equivalence ratios of 1.0 and 1.5 and initial temperature 1300 K were simulated to examine the effect of equivalence ratio. Evolution of temperature, species mass fraction, reaction rate, and the joint PDF of temperature and equivalence ratio are presented. Effects of the initial gas temperature and equivalence ratio on vaporization and ignition are discussed. A correlation was derived relating ignition delay times to temperature and equivalence ratio. It was confirmed that with the increase of initial temperature, the autoignition occurs earlier. With the increase of the initial equivalence ratio, however, autoignition occurs later due to a larger decrease in gas phase temperature caused by fuel droplet evaporation. The results obtained in this study are expected to be constructive in understanding fuel spray combustion, such as that in homogeneous charge compression ignition systems.     

Modelling of turbulent lifted jet flames using flamelets: a priori assessment and a posteriori validation

This study focuses on the modelling of turbulent lifted jet flames using flamelets and a presumed Probability Density Function (PDF) approach with interest in both flame lift-off height and flame brush structure. First, flamelet models used to capture contributions from premixed and non-premixed modes of the partially premixed combustion in the lifted jet flame are assessed using a Direct Numerical Simulation (DNS) data for a turbulent lifted hydrogen jet flame. The joint PDFs of mixture fraction Z and progress variable c, including their statistical correlation, are obtained using a copula method, which is also validated using the DNS data. The statistically independent PDFs are found to be generally inadequate to represent the joint PDFs from the DNS data. The effects of Z–c correlation and the contribution from the non-premixed combustion mode on the flame lift-off height are studied systematically by including one effect at a time in the simulations used for a posteriori validation. A simple model including the effects of chemical kinetics and scalar dissipation rate is suggested and used for non-premixed combustion contributions. The results clearly show that both Z–c correlation and non-premixed combustion effects are required in the premixed flamelets approach to get good agreement with the measured flame lift-off heights as a function of jet velocity. The flame brush structure reported in earlier experimental studies is also captured reasonably well for various axial positions. It seems that flame stabilisation is influenced by both premixed and non-premixed combustion modes, and their mutual influences.     

圆形射流中心线上小尺度湍流的统计特性及其受高频噪声的影响

本文采用热线风速仪测量了出口雷诺数为Re (≡ U_jd/ν) = 20100的圆形射流的中心线轴向速度,其中U_j为动量平均出口速度,d为喷嘴出口直径,ν为运动黏性系数.在有效去除热线测量数据中的高频噪声后,作者对射流中心线上小尺度湍流统计量的变化规律进行了系统的分析.研究发现,射流在经过一定距离的发展后,其小尺度统计量逐渐进入自相似状态,湍动能平均耗散率ε随下游距离的增加以指数形 关键词： 恒温热线 圆形湍射流 耗散率 小尺度     

Characterisation of the Eulerian and Lagrangian accelerations in the intermediate field of turbulent circular jets

A rich data-set of Lagrangian trajectories from 3D particle tracking velocimetry is used to study the structure of various acceleration components, vorticity, and strain in the intermediate field of a circular jet at Reynolds number Re = 6000. The total acceleration is decomposed into three distinctive sets: (1) streamwise–radial; (2) tangential–normal; and (3) local–convective components. Probability density function (PDF) and joint distributions of each set are characterised at various radial locations from the jet core within a streamwise band 16 ≤ x/d_h ≤ 17, where d_h is the diameter of the pipe. The PDF of the relative angle between the acceleration components and the velocity vector is also included to aid the characterisation. Results show that the acceleration components are described by two distinctive distributions: one of them exhibits symmetry and heavy tails, while the other is best fitted by a power-law type. The tails of acceleration PDFs are heavier with larger radial distance from the core. The increased departure from the Gaussian distribution with the distance from the core is a result of the increasing turbulence levels promoted by the mean shear. The variation of the third and fourth moments between the streamwise–tangential and the radial–normal accelerations indicate the anisotropy of the jet. Joint PDF of each acceleration decomposition exhibits distinctive distribution that appears to depend from the distance from the jet core. However, the vorticity and strain show similar PDF across radial distances. Finally, complementary analysis of a jet from a semicircular pipe shows the footprint of the nozzle geometry in the acceleration structure of jets.     

The effect of subgrid-scale models on the entrainment of a passive scalar in a turbulent planar jet

Classical large-eddy simulation (LES) modelling assumes that the passive subgrid-scale (SGS) models do not influence large-scale quantities, even though there is now ample evidence of this in many flows. In this work, direct numerical simulation (DNS) and large-eddy simulations of turbulent planar jets at Reynolds number Re_H = 6000 including a passive scalar with Schmidt number Sc = 0.7 are used to study the effect of several SGS models on the flow integral quantities e.g. velocity and scalar jet spreading rates. The models analysed are theSmagorinsky, dynamic Smagorinsky, shear-improved Smagorinsky and the Vreman. Detailed analysis of the thin layer bounding the turbulent and non-turbulent regions – the so-called turbulent/non-turbulent interface (TNTI) – shows that this region raises new challenges for classical SGS models. The small scales are far from equilibrium and contain a high fraction of the total kinetic energy and scalar variance, but the situation is worse for the scalar than for the velocity field. Both a-priori and a-posteriori (LES) tests show that the dynamic Smagorinsky and shear-improved models give the best results because they are able to accurately capture the correct statistics of the velocity and passive scalar fluctuations near the TNTI. The results also suggest the existence of a critical resolution Δ_x, of the order of the Taylor scale λ, which is needed for the scalar field. Coarser passive scalar LES i.e. Δ_x ≥ λ results in dramatic changes in the integral quantities. This fact is explained by the dynamics of the small scales near the jet interface.     

Influences of initial velocity, diameter and Reynolds number on a circular turbulent air/air jet

This paper assesses the suitability of the inflow Reynolds number defined by Re_o ≡ U_oD/ν (here U_o and D are respectively the initial jet velocity and diameter while ν is kinematic viscosity) for a round air/air jet. Specifically an experimental investigation is performed for the influences of U_o, D and Re_o on the mean-velocity decay and spread coefficients (K_u, K_r) in the far field of a circular air jet into air from a smoothly contracting nozzle. Present measurements agree well with those previously obtained under similar inflow conditions. The relations K_u ∝ U_o and K_r ∝ 1/U_o for U_o < 5 m/s appear to work, while each coefficient approaches asymptotically to a constant for U_o > 6 m/s, regardless of the magnitudes of Re_o and D. It is revealed that Re_o may not be an appropriate dimensionless parameter to characterize the entire flow of a free air/air jet. This paper is the first paper that has challenged the suitability of Re_o for turbulent free jets.     

Jets and energy flow in photon-proton collisions at HERA

Properties of the hadronic final state in photoproduction events with large transverse energy are studied at the electron-proton collider HERA. Distributions of the transverse energy, jets and underlying event energy are compared to data and QCD calculations. The comparisons show that theγp events can be consistently described by QCD models including — in addition to the primary hard scattering process — interactions between the two beam remnants. The differential jet cross sectionsdσ/dE _T^jet anddσ/dη ^jet are measured. Supported by the Bundesministerium für Forschung und Technologie, FRG under contract numbers 6AC17P, 6AC47P, 6DO571, 6HH17P, 6HH27I, 6HD17I, 6HD27I, 6KI17P, 6MP17I, and 6WT87P     

Ignition delay of fatty acid methyl ester fuel droplets: Microgravity experiments and detailed numerical modeling

Recent optical engine studies have linked increases in NO_x emissions from fatty acid methyl ester combustion to differences in the premixed autoignition zone of the diesel fuel jet. In this study, ignition of single, isolated liquid droplets in quiescent, high temperature air was considered as a means of gaining insight into the transient, partially premixed ignition conditions that exist in the autoignition zone of a fatty acid methyl ester fuel jet. Normal gravity and microgravity (10⁻⁴ m/s²) droplet ignition delay experiments were conducted by use of a variety of neat methyl esters and commercial soy methyl ester. Droplet ignition experiments were chosen because spherically symmetric droplet combustion represents the simplest two-phase, time-dependent chemically reacting flow system permitting a numerical solution with complex physical submodels. To create spherically symmetric conditions for direct comparison with a detailed numerical model, experiments were conducted in microgravity by use of a 1.1 s drop tower. In the experiments, droplets were grown and deployed onto 14 μm silicon carbide fibers and injected into a tube furnace containing atmospheric pressure air at temperatures up to 1300 K. The ignition event was characterized by measurement of UV emission from hydroxyl radical (OH*) chemiluminescence. The experimental results were compared against predictions from a time-dependent, spherically symmetric droplet combustion simulation with detailed gas phase chemical kinetics, spectrally resolved radiative heat transfer and multi-component transport. By use of a skeletal chemical kinetic mechanism (125 species, 713 reactions), the computed ignition delay period for methyl decanoate (C₁₁H₂₂O₂) showed excellent agreement with experimental results at furnace temperatures greater than 1200 K.     

Dijet production in diffractive deep inelastic scattering at HERA

The production of dijets in diffractive deep inelastic scattering has been measured with the ZEUS detector at HERA using an integrated luminosity of 61 pb^-1. The dijet cross section has been measured for virtualities of the exchanged virtual photon, 5 < Q² < 100 GeV², and γ^*p centre-of-mass energies, 100 < W < 250 GeV. The jets, identified using the inclusive k_T algorithm in the γ^*p frame, were required to have a transverse energy E^* _T,jet > 4 GeV and the jet with the highest transverse energy was required to have E^* _T,jet > 5 GeV. All jets were required to be in the pseudorapidity range -3.5<η^* _jet<0. The differential cross sections are compared to leading-order predictions and next-to-leading-order QCD calculations based on recent diffractive parton densities extracted from inclusive diffractive deep inelastic scattering data.     

Transported PDF simulation of auto-ignition of a turbulent methane jet in a hot,vitiated coflow

In the current work, the auto-ignition of a turbulent round methane jet is studied numerically by means of a transported probability density function (PDF) method. The methane jet is issued into a hot, vitiated coflow, where it ignites to form a steady lifted flame. For this flame, experimental data of hydroxyl, temperature and mixture fraction are provided in the area where the fuel auto-ignites. To model this experiment, the transport equation for the thermochemical PDF is solved using a hybrid finite volume / Lagrangian Monte-Carlo method. Turbulence is modelled using the k-? turbulence model including a jet-correction. Computational results are compared to experimental data in terms of mean quantities, variances and lift-off height. Moreover, the structure of the one-point, one-time marginal PDF of temperature is analysed and compared to experimental data which are provided in this work. It is found that the transported PDF method in conjunction with the k-? model is capable of reproducing these statistical data very well. In particular the effect of ignition on the marginal PDF of temperature can be well reproduced with this approach. To further analyse the relevant processes in the evolution of the temperature PDF, a statistically homogeneous system is studied both numerically and analytically.     

Conditional Moment Closure (CMC) applied to autoignition of high pressure methane jets in a shock tube

Autoignition of non-premixed methane–air mixtures is investigated using first-order Conditional Moment Closure (CMC). Turbulent velocity and mixing fields simulations are decoupled from the CMC calculations due to low temperature changes until ignition occurs. The CMC equations are cross-stream averaged and finite differences are applied to discretize the equations. A three-step fractional method is implemented to treat separately the stiff chemical source term. Two detailed chemical kinetics mechanisms are tested as well as two mixing models. The present results show good agreement with published experimental measurements for the magnitude of both ignition delay and kernel location. The slope of the predicted ignition delay is overpredicted and possible sources of discrepancy are identified. Both scalar dissipation rate models produce comparable results due to the turbulent flow homogeneity assumption. Further, ignition always occurs at low scalar dissipation rates, much lower than the flamelet critical value of ignition. Ignition is found to take place in lean mixtures for a value of mixture fraction around 0.02. The conditional species concentrations are in qualitative agreement with previous research. Homogeneous and inhomogeneous CMC calculations are also performed in order to investigate the role of physical transport in the present autoignition study. It is found that spatial transport is small at ignition time. Predicted ignition delays are shown to be sensitive to the chemical kinetics. Reasonable agreement with previous simulations is found. Improved formulations for the mixing model based on non-homogeneous turbulence are expected to have an impact.     

The effect of co-flow stream velocity on turbulent non-premixed jet flame stability

The stability behaviour of non-premixed jet flames in a co-flowing air stream was investigated experimentally. The experimental data obtained indicate that there exists a range of co-flow velocity where two distinctly different extinction limits can occur at the same co-flow velocity depending on whether the flame is lifted or attached at ignition. Results show that co-flow velocity has a much greater effect on the blowout limits of lifted flames than on the blowoff limits of attached flames. The blowout limit of lifted flames initially increase linearly with co-flow velocity independent of nozzle diameter until a peak value is reached, after which it decreases rapidly with increasing co-flow velocity. Such behaviour appears to be governed by two different mechanisms. A model for predicting lifted flame blowout limits has been developed. It is based on the ratio of the Kolmogorov time scale and the chemical time scale as a function of a jet similarity parameter. The model was used to predict the blowout limits for methane as well as the effect of diluents in either fuel or co-flow stream. Results show very good agreement with experimental data in the current investigation.     

Direct numerical simulations of exhaust gas recirculation effect on multistage autoignition in the negative temperature combustion regime for stratified HCCI flow conditions by using H2O2 addition

Direct numerical simulations (DNSs) of a stratified flow in a homogeneous compression charge ignition (HCCI) engine are performed to investigate the exhaust gas recirculation (EGR) and temperature/mixture stratification effects on the autoignition of synthetic dimethyl ether (DME) in the negative temperature combustion region. Detailed chemistry for a DME/air mixture is employed and solved by a hybrid multi-time scale (HMTS) algorithm to reduce the computational cost. The effect of to mimic the EGR effect on autoignition are studied. The results show that adding enhances autoignition by rapid OH radical pool formation (34–46% reduction in ignition delay time) and changes the ignition heat release rates at different ignition stages. Sensitivity analysis is performed and the important reactions pathways affecting the autoignition are specified. The DNS results show that the scales introduced by thermal and mixture stratifications have a strong effect after the low temperature chemistry (LTC) ignition especially at the locations of high scalar dissipation rates. Compared to homogenous ignition, stratified ignitions show similar first autoignition delay times, but 18% reduction in the second and third ignition delay times. The results also show that molecular transport plays an important role in stratified low temperature ignition, and that the scalar mixing time scale is strongly affected by local ignition in the stratified flow. Two ignition-kernel propagation modes are observed: a wave-like, low-speed, deflagrative mode and a spontaneous, high-speed, ignition mode. Three criteria are introduced to distinguish these modes by different characteristic time scales and Damkhöler numbers using a progress variable conditioned by an ignition kernel indicator. The low scalar dissipation rate flame front is characterized by high displacement speeds and high mixing Damkhöler number. The proposed criteria are applied successfully at the different ignition stages and approximate characteristic values are identified to delineate between the different ignition propagation modes.