Afterburner

About: Afterburner is a research topic. Over the lifetime, 811 publications have been published within this topic receiving 5944 citations.

Aircraft Emissions Characterization: TF41-A2, TF30-P103, and TF30-P109 Engines

Abstract: : Assessment of the environmental impact of aircraft operations is required by Air Force regulations. This program was undertaken with the aim of quantifying the gaseous and articulate emissions associated with three Air Force turbine engines. These engines were 41-A2, TF30-P103, and TF30-P109. The emissions tests were carried out, using a test cell Tinker AFP, Oklahoma City, OK. All tests employed JP-4 as the fuel, and fuel samples were characterized by standard tests and analyzed for composition. Emissions were measured at power settings of idle, 30 percent, 75 percent, 100 percent, and afterburner (where appropriate). Measurements were made of detailed organic composition, CO, CO2, NO, NOx, smoke number, particle concentration, and particle size distribution. A multiport sampling rake was used to sample the exhaust, and heated Teflon tubing was used to transfer exhaust to the monitoring instrumentation. Measured and calculated fuel/air ratios were compared to assure representative sampling of the exhaust.

Improvements in fuel distribution system for jet propulsion engine afterburners

Abstract: 874,502. Jet propulsion plant. GENERAL ELECTRIC CO. May 27, 1958, No. 16947/58. Class 110 (3). In a fuel distribution system for jet propulsion afterburners having a series of radially extending spray bars arranged substantially in a plane at right angles to the longitudinal axis of the afterburner combustion zone, and manifolds connecting selected groups of spray bars, fuel control means responsive to engine operating conditions control the quantity of fuel passing to the manifolds and a fuel selector valve positioned in accordance with the engine throttle setting is associated with at least one manifold to control the fuel distribution to that manifold after distribution to the manifolds has been initiated by the fuel control means. The groups of spray bars are brought into operation sequentially and remain in operation until finally all are in operation and complete fuel distribution over the whole combustion zone area is achieved. The fuel spray bars of an afterburner, Fig. 2, are arranged in a number of groups 17, 18, 20, 21, which are connected in pairs to separate fuel supply manifolds 19, 22. It is not essential that the groups 17, 18, 20, 21 overlap as shown. The groups of fuel injectors 17, 18, 20, 21 are represented by triangles 23, 24, in Fig. 3. Fuel supplied by a pump 25 is metered by a control 26 in response to engine operating conditions which, as shown, are compressor discharge pressure and the throttle lever position. In operation, fuel is first supplied by the fuel control through sectors 24 to provide fuel injection in sector patterns and when a predetermined throttle position is reached a fuel selector valve 32 is actuated, and fuel is injected through the additional sectors 23 to provide for uniform distribution throughout the tail-pipe combustion area. In a modification, Fig. 4 (not shown), a flow dividing valve is provided, to divide the fuel flow proportionally between the manifolds 19, 22. To avoid over-rich mixtures at increased fuel flows, the flow-dividing valve may be arranged to vary the proportions supplied to the manifolds as the total fuel flow increases. In another modification, Fig. 5 (not shown), the flow divider valve is used to divide the flow between two fuel injector systems of the kind shown in Fig. 3.

Hyper Afterburner Jet Engines

Abstract: Рассмотрен способ форсирования сверхи гиперзвуковых воздушно-реактивных двигателей подачей воды на их вход. Способ позволяет расширить диапазон применения воздушно-реактивных двигателей с дозвуковым горением топлива по скорости полета до восьми чисел Маха, по высоте полета — до 45 км. При скорости полета более трех–четырех чисел Маха температура торможения воздуха становится выше критической для воды, что делает ее существование невозможным при подаче на вход в двигатель. Образующийся при испарении воды пар является рабочим телом внутреннего термодинамического цикла воздушно-реактивного двигателя, что определяет физическую сущность рассматриваемого способа. Предложены три варианта гиперфорсированных воздушно-реактивных двигателей: гиперфорсированный турбореактивный двигатель, гиперфорсированный прямоточный воздушно-реактивный двигатель и гиперфорсированный турбоэжекторный двигатель. Приведены характеристики гиперфорсированных двигателей. Отмечены их преимущества перед двигателями, у которых гиперфорсаж отсутствует. Предложенный способ представляет интерес для применения в авиационной и ракетно-космической технике, в частности, при создании авиационных ракетно-космических систем. Показано, что использование гиперфорсажа в турбоэжекторном двигателе позволяет повысить скорость полета самолета-разгонщика до семи чисел Маха, а высоту полета — до 40 км, что открывает новые перспективы для освоения космоса.

Force-controlled throttle for adjusting the engine thrust of a combat aircraft

Abstract: A force-controlled throttle for adjusting the engine thrust of a combat aircraft with a handle for operation by a pilot and with a signal generating device that is connected to the handle for generating a control signal used for adjusting the engine thrust. The signal generating device is provided for generating the control signal as a function of the force exerted by the pilot on the handle in operation. The throttle may include force-controlled elements for control of an afterburner.

Combustor Design Analysis for SOFC Off-Gases

Abstract: The solid oxide fuel cell has a maximum fuel utilization of approx. 85% and thus requires an afterburner to complete the combustion of the unspent fuel from the fuel cell. Here the intention is to show the technical problems involved with such a combustor, and to suggest basic design rules. One parameter of importance is the NO{sub X} emission, which is required to be at a minimum for general acceptance of fuel cells systems. Although conventional burner technology is aimed for, an ordinary combustor cannot be used. This is due to the large air to fuel ratio, the relatively high hydrogen content and the lack of high quality cooling air. As the temperatures of the off-gases from the SOFC are high, the cooling effect is reduced, and the maximum temperature in the combustor must to be reduced. With reduced maximum temperature, the flame becomes unstable and the levels of CO and UHC will rapidly increase. The design criteria are to find a mixing process and inlet stoichiometry that achieves stable combustion and low emissions. A perfectly stirred reactor and a partial stirred plug flow reactor was used to model chemical kinetics in the different combustor designs. The results indicate that a non-premixed combustor has several advantages compared with a premixed combustor such as low emissions and a fixed geometry. However, the large airflow requires much larger dilutions holes compared with a commercial gas turbine combustor. (author)