Multi-Hole Cooling Effectiveness on Combustion Chamber Walls

1999 ◽  
pp. 621-639
Author(s):  
B. Leger ◽  
P. Andre
Keyword(s):  
Combustion Chamber ◽  
Cooling Effectiveness

Circumferential Film Cooling Effectiveness in a LOX/H2 Subscale Combustion Chamber

2009 ◽  
Vol 25 (3) ◽  
pp. 760-770 ◽  
Author(s):  
R. Arnold ◽  
D. Suslov ◽  
O. J. Haidn
Keyword(s):  
Combustion Chamber ◽  
Film Cooling ◽  
Cooling Effectiveness ◽  
Film Cooling Effectiveness

Experimental and Numerical Investigation of Effusion Cooling Effectiveness of Combustion Chamber Liner Plates

2018 ◽  
Vol 140 (8) ◽  
Author(s):  
C. K. Arjun ◽  
J. S. Jayakumar ◽  
Y. Giridhara Babu ◽  
J. Felix
Keyword(s):  
Combustion Chamber ◽  
Flat Plate ◽  
Gas Turbines ◽  
Cfd Simulation ◽  
Computational Simulation ◽  
Density Ratio ◽  
Coolant Temperature ◽  
Inlet Temperature ◽  
Cooling Effectiveness ◽  
Conjugate Model

This study aims to evaluate adiabatic and conjugate effusion cooling effectiveness of combustion chamber liner plate of gas turbines. Validation of the adiabatic model was done by comparing computational fluid dynamics (CFD) result with the experimental results obtained using the subsonic cascade tunnel facility available at Heat Transfer Lab of Council of Scientific and Industrial Research-National Aerospace Laboratories (CSIR-NAL). Computational simulation of the conjugate model is validated against published numerical results. Numerical simulation for the adiabatic cooling effectiveness is carried out for a 1:3 scaled up flat plate test geometry, while the actual flat plate geometry is considered for the conjugate cooling effectiveness analysis. The test plate has 11 rows of cooling holes, and the holes are arranged in staggered manner with each row containing eight holes. For both adiabatic and conjugate cases, the same mainstream conditions are maintained with the inlet temperature of 329 K, velocity of 20 m/s, density ratio 1.3. The coolant to mainstream blowing ratios (BRs) are maintained at 0.4, 1.15, and 1.6. The coolant temperature is 253 K with the flow rates are according to the BRs. Cooling effectiveness is obtained by using CFD simulation with ANSYS fluent package. From the comparison of adiabatic and conjugate results, it is found that conjugate model is giving superior cooling protection than the adiabatic model and effusion cooling effectiveness increases with increase in BR. Investigations on comparison of angle of injection holes show that, 30 deg model give maximum effusion cooling effectiveness as compared to 45 deg and 60 deg models.

DETERMINATION OF THE TYPE OF A SINGLE-USE GRENADE LAUNCHER BASED ON ITS COMPOSITE PARTS AND FRAGMENTS OF REACTIVE GRENADE FOUND AT THE PLACE OF ACCIDENT

2017 ◽  
Vol 17 ◽  
pp. 245-252
Author(s):  
V. V. Somov
Keyword(s):  
Combustion Chamber ◽  
Structural Features ◽  
Outlet Section ◽  
Technical Expertise ◽  
Jet Engine ◽  
Size Ofthe ◽  
Single Use ◽  
Nozzle Block ◽  
Considerable Damage

In carrying out an investigation into the explosion, among others, the investigative version of the use of a single-use reactive grenade launcher is being considered. The most common for criminal explosions are applied grenade launchers RPG-18, RPG-22, RPG-26. Their use is due to a number of such properties as small size and weight, which makes it possible to transfer them covertly, the range of the shot significantly exceeding the range of the hand grenade throw, the high detonating effect of the rocket grenade explosion. The single-use rocket launchers are generally of the same design. Their differences are in the features of the components construction and dimensional characteristics, which are given in the article. On the basis of expert practice, details ofgrenade launchers that remain at the site of the explosion and have the least damage are determined. These details are the objects of investigation of the explosion technical expertise. These objects include launchers of grenade launchers and rocket parts ofjet grenades. The design features of the launchers, their dimensional characteristics and marking symbols make it possible to determine their belonging to a specific type of jet grenade launchers. Missile parts of jet grenades differ in the form of the combustion chamber of the jet engine, nozzle, in the size ofthe outlet section of the nozzle, in the form and size of the stabilizerfeathers. To determine the belonging of the rocket part of the grenade to a specific type ofjet grenade launcher, it’s necessary to establish a set of structural features and dimensional characteristics. At considerable damage of the combustion chamber of the jet engine, as a rule, the nozzle block remains intact that allows to define diameter of critical section of a nozzle, and on it to establish type of the used single-use grenade launcher.

DEVELOPMENT OF THE COMBUSTION CHAMBER OF GAS ENGINE, CONVERTED ON THE BASIS OF DIESELS D-120 OR D-144 ENGINES TO WORK FOR ON LIQUEFIED PETROLEUM GAS

2019 ◽  
pp. 2-8
Author(s):  
Serhii Kovalov
Keyword(s):  
Combustion Chamber ◽  
Compression Ratio ◽  
Diesel Engines ◽  
Combustion Engine ◽  
Motor Fuel ◽  
Liquefied Petroleum Gas ◽  
Gas Engine ◽  
Chamber Volume ◽  
Motor Fuels ◽  
Dynamic Cycle

The expediency of using vehicles of liquefied petroleum gas as a motor fuel, as com-pared with traditional liquid motor fuels, in particular with diesel fuel, is shown. The advantages of converting diesel engines into gas ICEs with forced ignition with respect to conversion into gas diesel engines are substantiated. The analysis of methods for reducing the compression ratio in diesel engines when converting them into gas ICEs with forced ignition has been carried out. It is shown that for converting diesel engines into gas ICEs with forced ignition, it is advisable to use the Otto thermo-dynamic cycle with a decrease in the geometric degree of compression. The choice is grounded and an open combustion chamber in the form of an inverted axisymmetric “truncated cone” is developed. The proposed shape of the combustion chamber of a gas internal combustion engine for operation in the LPG reduces the geometric compression ratio of D-120 and D-144 diesel engines with an unseparated spherical combustion chamber, which reduces the geometric compression ratio from ε = 16,5 to ε = 9,4. The developed form of the combustion chamber allows the new diesel pistons or diesel pistons which are in operation to be in operation to be refined, instead of making special new gas pistons and to reduce the geometric compression ratio of diesel engines only by increasing the combustion chamber volume in the piston. This method of reducing the geometric degree of compression using conventional lathes is the most technologically advanced and cheap, as well as the least time consuming. Keywords: self-propelled chassis SSh-2540, wheeled tractors, diesel engines D-120 and D-144, gas engine with forced ignition, liquefied petroleum gas (LPG), compression ratio of the internal com-bustion engine, vehicles operating in the LPG.

Effect of Chemical Hythane Composition on Pressure in Combustion Chamber of Engine

2019 ◽  
pp. 36-42
Author(s):  
A. P. Shaikin ◽  
I. R. Galiev
Keyword(s):  
Natural Gas ◽  
Combustion Chamber ◽  
Power Plants ◽  
Engine Speed ◽  
Combustion Engine ◽  
Fuel Mixture ◽  
Maximum Pressure ◽  
Chamber Volume ◽  
Excess Air ◽  
Scientific Papers

The article analyzes the influence of chemical composition of hythane (a mixture of natural gas with hydrogen) on pressure in an engine combustion chamber. A review of the literature has showed the relevance of using hythane in transport energy industry, and also revealed a number of scientific papers devoted to studying the effect of hythane on environmental and traction-dynamic characteristics of the engine. We have studied a single-cylinder spark-ignited internal combustion engine. In the experiments, the varying factors are: engine speed (600 and 900 min-1), excess air ratio and hydrogen concentration in natural gas which are 29, 47 and 58% (volume).The article shows that at idling engine speed maximum pressure in combustion chamber depends on excess air ratio and proportion hydrogen in the air-fuel mixture – the poorer air-fuel mixture and greater addition of hydrogen is, the more intense pressure increases. The positive effect of hydrogen on pressure is explained by the fact that addition of hydrogen contributes to increase in heat of combustion fuel and rate propagation of the flame. As a result, during combustion, more heat is released, and the fuel itself burns in a smaller volume. Thus, the addition of hydrogen can ensure stable combustion of a lean air-fuel mixture without loss of engine power. Moreover, the article shows that, despite the change in engine speed, addition of hydrogen, excess air ratio, type of fuel (natural gas and gasoline), there is a power-law dependence of the maximum pressure in engine cylinder on combustion chamber volume. Processing and analysis of the results of the foreign and domestic researchers have showed that patterns we discovered are applicable to engines of different designs, operating at different speeds and using different hydrocarbon fuels. The results research presented allow us to reduce the time and material costs when creating new power plants using hythane and meeting modern requirements for power, economy and toxicity.

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