Alternative Fuels for Gas Turbine and Jet Engines
Transcript of Alternative Fuels for Gas Turbine and Jet Engines
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Alternative Fuels for Gas Turbine and Jet
EnginesProfessor Yeshayahou Levy
Dr. Vladimir Erenburg, Dr. Valery Sherbaum, Dr. Vitaly Ovcharenko,
Eng. Alexander Royzman, Bat-Chen Avraham
Turbo & Jet Engine Laboratory
Faculty of Aerospace Engineering,
Technion, Haifa
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Alternative Fuels for Gas Turbine and Jet Engines: Overall Context
2
ENVIRONMENT (Global Warming)
Aviation accounts for 1.6 % of global greenhouse gas emissions and is
forecasted to contribute to 2.5% of CO2 emissions in 2050
ENERGY
Finite resources & Rising fuel cost
Dependence & Security of supply
Need for Alternative Fuels
MOTIVATION
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
So
urc
e:
IATA
Avia
tio
n
Carb
on
Mo
del
0
200
400
600
800
1000
1200
1400
1600
1800
2000
Mill
ion t
ones n
et C
O2
em
issio
ns Fleet replacement by new technology aircraft -1.3% p.a.
Better aircraft utilisation -0.3% p.a.
Operational measures -0.1% p.a.
Infrastructure measures -0.2% p.a.Technology retrofits -0.1% p.a.
• This model comprises the benefits of all measures considered.
• Only under very beneficial conditions all of them will be realised.
Frozen technology 5% p.a. (air traffic growth)
Biofuels -0.7% p.a.
Economic measures -2.2% p.a.
© 2009 IATA
CO2 Emissions from Commercial Airlines Global Fuel Burn (Economic Model)
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
For CO2 reduction in Aviation - Biofuel
(3rd generation - algae)
For security of the Power Industry -
Synthetic Fuels (methanol)
ALTERNATIVE FUELS
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Technical Issues to be resolved
- Lubrication capabilities
- Systems aggressive ?
- Spray formation
- Emissions
- Operability (Extinction, Altitude relight)
- Freezing Point, Flash point
02/2008: Virgin Atlantic successfully flew from London's Heathrow airport to Amsterdam using a biofuel made of a mix of coconut and babassuoil.
Aero Propulsion: Bio Fuels
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
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Turbo and Jet Engine Laboratory
Technion – Israel
Biofuels Characteristics
Made from plants or animal fat.
Organic compounds (C,H,O).
Biodegradable
Sources: Corn, soybeans, algae, jatropha, palm oil, coconut, babassu, vegetable
oil and more.
Zero/low aromatic content
Zero/low sulfur content
reduced emission of pollutants:
– Typically Lower, CO, PAH & soot.
– Lower Toxic, mutagenic and carcinogenic materials
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Biofuel classification
Alcohol: short chained molecule (high O/C ratio), Oxygenated (R-OH),
low calorific value (IC Engines)
Biodiesel: Fatty Acid Methyl Ester (long carbon chain), Oxygenated,
higher O/C ratio, intermediate calorific value (Diesel Engines).
Bio SPK - Synthetic Paraffinic kerosene, 100% Paraffin, no aromatic,
higher calorific value (Jet engines)
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Turbo and Jet Engine Laboratory
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Fuel composition
Molecule type Kerosene Diesel Biojet(HRJ)
Biodiesel
Normal and iso- Paraffin50-65% 25-50% 95.1% 0%
Cyclo-Paraffin20-30% 20-40% 4.9% 0%
Aromatics and Poly-aromatics10-20% 15-40% 0% 0%
Olefin5% 0% 0% 0%
Fatty Acid Methyl Ester (FAME)0% 0% 0% 100%
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Kerosene and Biojet comparison
9
Kerosene Biojet*
Formula C12H23 C11.93H25.76
Molecular weight 167 168.92
H/C ratio 1.92 2.16
Hydrogen content (%mass) 13.77 15.25
Density at 15°C (kg/m3) 775-840 765.4
Viscosity at-20°C (mm2/s) Max. 8 5.11
Surface tension at 20°C (mN/m) 23-32 24.4
Aromatic content (v%) Max. 25 0
Lower heating value (MJ/kg) Min 42.8 43.8
Flash point (°C) Min. 38 49
Freezing point (°C) Max. -47 (Jet A-1, JP8) -41.1
Auto-ignition temperature (°C) 245 222
* Hydro-treated Renewable Jet (HRJ) - DynamicFuels LLC. (2014)
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
The combustor model
Fuels tested: kerosene
Diese
methanol
biojet
biodiesel
Swirl
Fuel injector
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Temperature profile
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800
900
1000
1100
1200
1300
1400
1500
1600
0 100 200 300 400 500 600 700 800
Tem
pe
ratu
re (
K)
Distance (mm)
Kerosene 0.646
Kerosene 0.539
Bio-SPK 0.642
Bio-SPK 0.539
Biojet
Φ=0.54
Measured Exhaust temperature K
MeasuredDifference
Adiabatic Flame Temperature K
SimulatedDifference
Kerosene 0.646 1025
Δ=16K
1734
Δ=17KBio-SPK 0.642 1009 1717Kerosene 0.539 999
Δ=11K
1519
Δ=11KBio-SPK 0.539 988 1508
Kerosene
Φ=0.64
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
19
6
1
17
1
21
10
21
0 00
5
10
15
20
25
Nox… CO… UHC…
Kerosene 0.646
Kerosene 0.539
Bio-SPK 0.642
Bio-SPK 0.539
0
Emissions*
12
2
2
i, @15% i,
% ,rael
21 15
21ppm O ppm
O
X XX
Biojet generated higher NOx and lower CO and UHC
*normalized to 15%O2
Vol.
Fraction
ppmdv
Kerosene Methanol
Kerosene Methanol
Kerosene Methanol
NOx
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Technion – Israel 13
Pros: Availability (made of natural gas)
Low cost,
Can be transported & stored
Good combustion properties
Cons:
Low energy density
Can emit formaldehyde and Acrolein (toxic)
Corrosive
Low volatility
Considered as synthetic fuel
& an immediate alternative fuel
METHANOL - AN ALTERNATIVE FUEL FOR TRANSPORTATION AND INDUSTRY
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METHANOL COMBUSTION
HEAVY OILMETHANOL
Methanol has lower carbon content & lower combustion temperature and therefore has lower luminescence &
lower radiation (than heavy oil)(ref: Dor Chemicals LTd.)
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Turbo and Jet Engine Laboratory
Technion – Israel
Effect of fuel type on atomization
the Steinen nozzle
Radial SMD distributions at the different inlet liquid pressures,
50mm from the nozzle.
b) nozzle 2.75G/h (methanol)a) nozzle 1.25G/h (kerosene)
Methanol require twice as much fuel (& bigger fuel nozzle) as compared to kerosene for the same heat release.
0
10
20
30
40
50
60
70
80
90
-30 -20 -10 0 10 20 30
SM
D, m
icro
n
Radius, mm
6bar 10bar 14bar
0
10
20
30
40
50
60
70
80
-40 -30 -20 -10 0 10 20 30 40
SMD
, mic
ron
Radius, mm
6bar 10bar 14bar
dk/dm=0.85
70μm51μm
dk/dm=0.735
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
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Evaporation time ratio Vs. gas - liquid temperature difference for Kerosene and methanol corresponding to equal thermal power
EVAPORATION TIME
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Evaporation rate [kg/s]
Evaporation rate [kg/s] of kerosene and methanol for equal thermal power;(a) – complete evaporation point for kerosene; (b) - complete evaporation point for methanol.
kerosene
methanol
(a)
(b)
Evaporation of kerosene and methanol
fuel sprays in heated air stream 600K &
800K (for equal thermal power)
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1.E-04
1.E-03
1.E-02
1.E-01
1.E+00
1.E+01
800 900 1000 1100 1200 1300 1400 1500
Ign
itio
n t
ime
by
OH
pe
aks
(se
c)
Temperature, K
KeroseneMethanol
IGNITION DELAY - CHEMKIN SIMULATION(Φ=0.5, Tin = 1000K, P=1bar)
Evolution of heat release for kerosene and methanol combustion
Variation of ignition delay with inlet temperature,kerosene – methanol
Ignition delay
Temperature K
At low temperatures, methanol - air mixtures burn slower
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CFD SIMULATIONS – swirl stabilized burner
Core flow region
Fuel injector
Narrow gap for cooling
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The three different flow path lines through the combustor:
core flow at the center of the burner
flow through the swirl vanes
flow the outer gap
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Droplet diameter evolution reactive condition
Droplet diameter (μm)
0.1 m 0.2m 0.3m
100μm
0
methanol
kerosene
Kerosene and methanol fuel
sprays for equal thermal power
evaporation process is slower for
methanol
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CFD results - Contours of total temperature
Kerosene(Texit = 1493K)
methanol(Texit = 1439K)
kerosene,
methanol,
2500K300K
KEROSENE AND METHANOL
COMBUSTION FOR EQUAL
THERMAL POWER
INCOMPLETE METHANOL COMBUSTION
(REQUIRES LONGER DISTANCE FOR COMPLETION)Equal thermal power,
EDM, single global reaction.
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Mole fraction of formaldehyde
( CH2O max = 3178 ppm, CH2O exit = 0.014 ppm)
methanol combustion
Combustion model: EDC ( Li Mechanism - 18 species and 84 reactions)
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Kerosene Methanol
Lengthwise temperature distribution (non insulated combustor)
• Methanol has larger fuel flow rate, longer evaporation & longer ignition delay.
• Methanol flame is delayed and requires longer distances for its completion.
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NOx concentrations [ppm] (@15%O2, non insulated combustor)
Kerosene Methanol
Due to lower combustion temperature, methanol
combustion generates less NOx
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CO concentrations (@15%O2, non insulated combustor)
(a) Kerosene (b) Methanol
Due to overall slower combustion process methanol
requires larger distance to complete combustion
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100% paraffin, shorter C chain, higher H/C and consequently less
CO and UHC
Biojet has higher adiabatic temperature and consequently higher
NOx
Still very high cost .
Results and conclusions (biojet Vs. kerosene):
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Biojet is made of 100% paraffin, shorter C chain, higher H/C and consequently lower
CO and UHC emissions.
Biojet has higher adiabatic flame temperature and consequently emit higher Nox.
Biojet has much high cost
• Methanol is an oxygenated molecule (CH3OH).
• For equal thermal power, methanol liquid flow rate is higher, evaporation takes longer
time and it has shorter ignition delay. A as a result requires longer distances for its
completion.
• Methanol has competitive cost
• More works should be performed to assure compatibility with regards to emissions
(formaldehydes & acrolein) and operational limitations (LBO, radiative properties and
more).
• Methanol is relevant for gas turbines (power stations) and as an emergency fuel for
aviation, certain adaptation is requires in fuel storage & supply system. In some
applications, dimensions have to be increased, else combustion will terminate as
incomplete
Results and Conclusions (biojet & methanol Vs. kerosene):
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THANK YOUthe Turbo and Jet Engine Laboratory
29
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30
KEELING A FLAMEABLE IDEA
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Climate assessment
Climate is perturbed much differently by individual species.
CO2 NOx Contrails water vapour
Dependence
on locationno very very very
Perturbation
lifetime
DecadesO3 weeks
(CH4 months)hours
Troposhere
(0~10Km) -
hours
Stratosphere
(10~50Km) –
months
Climate
impactDecades Decades Decades Decades
Ref: Volker Grewe
DLR-Oberpfaffenhofen, Germany
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Kerosene
Methanol
Φ=0.5
Φ=0.5
CFD SIMULATIONS EXPERIMENTAL RESULTS
TEMPERATURE DISTRIBUTION ALONG THE COMBUSTOR TUBE(insulated combustor)
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CombustionModel
WallTemp., K
T max, K T, K (average exit)
NOx, ppm(exit)
CFD. Kerosene.
Non-adiabatic
850 2404 1452 45.7
Experimental.Kerosene.
Non-adiabatic
870 - 1430(CORRECTED)
55
CFD.Methanol.
Non-adiabatic
880 2340 1352 10.6
Experimental.Methanol.
Non-adiabatic
823 - 1380(CORRECTED)
9.5
Kerosene and methanol comparison, summarized resultsEquivalence ratio ER=0.61
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The 54th Israel AnnualConference on Aerospace
Sciences
Turbo and Jet Engine Laboratory
Technion – Israel 34
“Cold” simulation results
A
B
C
D
Velocity vectors colored by velocity magnitude, m/s
A
B
C
2400000 cells
1260000 cells
11700000 cells
3 recirculation zones
3 recirculation zones
4 recirculation zones
Recirculation zone moves
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Heat (energy) balance
Actual temperature estimation from thermocouple reading
Twall
Ttc
ε=0.9
Nu=21.2
Twall=943 K
Ttc=1423 K
Re=183
λ=0.12 W/(m·K)
Nu=21.2
Prg=0.57
Prwall=0.65
(1)
Solution of equation (1) gives
Tg –Ttc ≈ 199K
Here
*
Ref. : *I.L. Roberts et al. “Estimation of Radiation Losses from sheathed
thermocouples”, Applied Thermal Engineering, 31 (2011), 2262-2270
(For sphere in laminar
flow)
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45%
RE
DU
CT
ION
Evolution in Engines
Kg fuel/h
Kg F
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
New Aircraft Concepts (noise, drag, payload, speed)
37
NACRE, Airbus (& partners
incl. TsAGI)New Aircraft Concepts, 2005-2008
HISAC, Dassault ( & partners incl. Sukhoi Environmentally Friendly High-Speed Aircraft
2005-2009
Low Sonic
Boom Family
BLB configuration and
Contra Rotating Open Rotor
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
If we don’t do any thing then….
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel39
75% reduction in CO2 emissions
per passenger kilometre (cf. ATAG
target).
90% reduction in NOx emissions.
65% reduction of the perceived
noise (Reference: 2000).
Aircraft movements are emission-
free when taxiing.
Flight Path 2050 Vision,(propulsion perspective)
39
2050
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THE 13TH (Bar Mitva) ISRAELI SYMPOSIUM ON JET ENGINES
AND GAS TURBINESThursday, November 6 2014
Turbo and Jet Engine Laboratory
Technion – Israel
Propulsion: Alternative Fuels
40
Fuels Interchangeable with Kerosene
- Synthetic Fuels XTL (GTL, BTL, CTL)
(Gas-to-liquids, Biomass-to-liquids, Coal-to-liquids)
- Kerosene blended with Bio-fuels
BTL Environmental Issues
• Overall C02 balance (production - consumption cycle > 0)
• Bio-Fuels: but no competition with land for food production
• 3rd generation: from algae, biomass
Economic and Regulatory Issues
- Industrial production
- Worldwide availability
- Business case
Certification
ETS (Emissions Trading Scheme)
07/2011: American Society for
Testing and Materials (ASTM),
International certifies blend of
plant oil & animal fat
KLM Boeing 777-200 at the gate at JFK Int. Airport, NY..First flight from Amsterdam. Biofuel made from processed frying fat. March 8 2013, (Courtesy: Boeing)