The Experts below are selected from a list of 258 Experts worldwide ranked by ideXlab platform
Leonid Grekhov - One of the best experts on this subject based on the ideXlab platform.
-
Experimental study on the Fuel Heating at the nozzle of the high pressure common-rail injector
Fuel, 2021Co-Authors: Jianhui Zhao, Leonid GrekhovAbstract:Abstract In this study, an experimental and theoretical investigation of the Fuel temperature increase at the nozzle of a common rail injector was conducted. The results showed that the temperature of the Fuel at the nozzle began to increase rapidly with an increase in the injector working time and then stabilized. In the steady state, the temperature increase of the Fuel at the nozzle holes only depended on the injection pressure drop rather than the discharge coefficient for the nozzle holes. The temperature increase of the Fuel at the nozzle was not only related to the pressure drop but was also affected by the duty cycle of the injection pulse, which reflected the relative injection duration. The existing thermogenesis model for continuous flow is not suitable for the calculation of the temperature increase in the pulse injection mode of the common rail injector. A correction formula for the Joule–Thomson coefficient that considered the injection pulse and injection duration was proposed. The calculation results were in good agreement with the experimental data, which proved the accuracy of the model. These results and the mathematical model could be used to determine the thermodynamic boundary conditions inside a nozzle when using a three-dimensional method to calculate the thermodynamic state of the injector.
-
Specific features of diesel Fuel supply under ultra-high pressure
Applied Thermal Engineering, 2020Co-Authors: Jianhui Zhao, Leonid Grekhov, Aleksandr DenisovAbstract:Abstract The cessation of increase of Fuel consumption under the injection pressure above 350 MPa is experimentally found. The aim of the work is to describe the causes of the phenomenon and to find its adequate mathematical description. The experimental results are given in the article, which were obtained by passing Fuel through an orifice and a diesel injector. Methods for calculating Fuel Heating and consumption during injection at ultra-high pressures are described. It was found that Fuel Heating occurs due to several factors, each of which can provide Heating up to 50 … 200 °C at pressures of 200 … 400 MPa. On the one hand, the Heating of Fuel under ultra-high pressures brings the flow regime in nozzle openings to supercritical due to the decrease of the velocity of sound. On the other hand, the overheated Fuel worsens the operation of a high-speed electromagnetic drive and, hence, the quality of engine control. The experience in designing Common Rail systems is still insufficient. There is lack of such an experience for ultra-high pressures. Therefore, the creation of methods of calculating the Heating of Fuel in the nozzle is very relevant today.
Jianhui Zhao - One of the best experts on this subject based on the ideXlab platform.
-
Experimental study on the Fuel Heating at the nozzle of the high pressure common-rail injector
Fuel, 2021Co-Authors: Jianhui Zhao, Leonid GrekhovAbstract:Abstract In this study, an experimental and theoretical investigation of the Fuel temperature increase at the nozzle of a common rail injector was conducted. The results showed that the temperature of the Fuel at the nozzle began to increase rapidly with an increase in the injector working time and then stabilized. In the steady state, the temperature increase of the Fuel at the nozzle holes only depended on the injection pressure drop rather than the discharge coefficient for the nozzle holes. The temperature increase of the Fuel at the nozzle was not only related to the pressure drop but was also affected by the duty cycle of the injection pulse, which reflected the relative injection duration. The existing thermogenesis model for continuous flow is not suitable for the calculation of the temperature increase in the pulse injection mode of the common rail injector. A correction formula for the Joule–Thomson coefficient that considered the injection pulse and injection duration was proposed. The calculation results were in good agreement with the experimental data, which proved the accuracy of the model. These results and the mathematical model could be used to determine the thermodynamic boundary conditions inside a nozzle when using a three-dimensional method to calculate the thermodynamic state of the injector.
-
Specific features of diesel Fuel supply under ultra-high pressure
Applied Thermal Engineering, 2020Co-Authors: Jianhui Zhao, Leonid Grekhov, Aleksandr DenisovAbstract:Abstract The cessation of increase of Fuel consumption under the injection pressure above 350 MPa is experimentally found. The aim of the work is to describe the causes of the phenomenon and to find its adequate mathematical description. The experimental results are given in the article, which were obtained by passing Fuel through an orifice and a diesel injector. Methods for calculating Fuel Heating and consumption during injection at ultra-high pressures are described. It was found that Fuel Heating occurs due to several factors, each of which can provide Heating up to 50 … 200 °C at pressures of 200 … 400 MPa. On the one hand, the Heating of Fuel under ultra-high pressures brings the flow regime in nozzle openings to supercritical due to the decrease of the velocity of sound. On the other hand, the overheated Fuel worsens the operation of a high-speed electromagnetic drive and, hence, the quality of engine control. The experience in designing Common Rail systems is still insufficient. There is lack of such an experience for ultra-high pressures. Therefore, the creation of methods of calculating the Heating of Fuel in the nozzle is very relevant today.
Ghenadie Bulat - One of the best experts on this subject based on the ideXlab platform.
-
Extension of Fuel Flexibility by Combining Intelligent Control Methods for Siemens SGT-400 Dry Low Emission Combustion System
Journal of Engineering for Gas Turbines and Power-transactions of The Asme, 2018Co-Authors: K Liu Kexin, Suresh Sadasivuni, Phillip Hubbard, Ghenadie BulatAbstract:Extension of gas Fuel flexibility of a current production SGT-400 industrial gas turbine combustor system is reported in this paper. A SGT-400 engine with hybrid combustion system configuration to meet a customer's specific requirements was string tested. This engine was tested with the gas turbine package driver unit and the gas compressor-driven unit to operate on and switch between three different Fuels with temperature-corrected Wobbe index (TCWI) varying between 45 MJ/m3, 38 MJ/m3, and 30 MJ/m3. The alteration of Fuel Heating value was achieved by injection or withdrawal of N2 into or from the Fuel system. The results show that the engine can maintain stable operation on and switching between these three different Fuels with fast changeover rate of the Heating value greater than 10% per minute without shutdown or change in load condition. High-pressure rig tests were carried out to demonstrate the capabilities of the combustion system at engine operating conditions across a wide range of ambient conditions. Variations of the Fuel Heating value, with Wobbe index (WI) of 30 MJ/Sm3, 33 MJ/Sm3, 35 MJ/Sm3, and 45 MJ/Sm3 (natural gas, NG) at standard conditions, were achieved by blending NG with CO2 as diluent. Emissions, combustion dynamics, Fuel pressure, and flashback monitoring via measurement of burner metal temperatures, were the main parameters used to evaluate the impact of Fuel flexibility on combustor performance. Test results show that NOx emissions decrease as the Fuel Heating value is reduced. Also note that a decreasing Fuel Heating value leads to a requirement to increase the Fuel supply pressure. Effect of Fuel Heating value on combustion was investigated, and the reduction in adiabatic flame temperature and laminar flame speed was observed for lower Heating value Fuels. The successful development program has increased the capability of the SGT-400 standard production dry low emissions (DLE) burner configuration to operate with a range of Fuels covering a WI corrected to the normal conditions from 30 MJ/N·m3 to 49 MJ/N·m3. The tests results obtained on the Siemens SGT-400 combustion system provide significant experience for industrial gas turbine burner design for Fuel flexibility.
-
Reduction of Burner Variants for Differing Fuel Compositions by Combining Intelligent Control Methods and Experimental Data of Siemens SGT-400 Dry Low Emission Combustion System
Volume 4B: Combustion Fuels and Emissions, 2018Co-Authors: Phill Hubbard, Suresh Sadasivuni, Ghenadie BulatAbstract:Extension of gas Fuel flexibility of a current production standard SGT-400 industrial gas turbine combustor is reported in this paper. A successful development program has increased the capability of the standard production dry low emissions burner configuration to burn a range of Fuels covering a temperature corrected wobbe index from 30 to 49 MJ/m3. A standard SGT-400 13.4 MW dry low emission double skinned combustor can was tested with a standard production gas burner for a cannular combustion system. Emissions, combustion dynamics, Fuel pressure and flashback monitoring via measurement of burner metal temperatures, were the main parameters used to evaluate the impact of Fuel flexibility on combustor performance. High pressure rig tests were carried out to demonstrate the capabilities of the combustion system at engine operating conditions across a wide range of ambient conditions. Variations of the Fuel Heating value were achieved by blending natural gas with CO2 as diluent. The standard SGT-400 combustion system employs proven dry low emissions technology for natural gas and liquid Fuels such as diesel within a specified range of Fuel Heating values. With the aid of novel intelligent control software, the gas Fuel capability of the SGT-400 standard dry low emissions burner has been extended, with the engine, achieving stable operation and reduced emissions across the load range despite variations of the composition of the Fuel supply. This, combined with previous experience from high pressure rig and engine testing of the different burner configurations that covered this range, resulted in a reduction in the number of hardware configurations from three burners to two. Testing showed that the standard production burner can reliably operate with a Fuel temperature controlled wobbe index as low as 30 MJ/m3 which corresponds to 20% CO2 (by volume) in the Fuel. The performance of four different Fuels with Heating values in terms of temperature controlled wobbe index: 30, 33, 35 and 45 MJ/m3 (natural gas), is presented for the current production hardware. Test results show that NOx emissions decrease as the Fuel Heating value is reduced. Also note that a decreasing temperature controlled wobbe index leads to a requirement to increase the Fuel supply pressure. The tests results obtained on the Siemens SGT-400 combustion system provide significant improvement for industrial gas turbine burner design for Fuel flexibility.
Aleksandr Denisov - One of the best experts on this subject based on the ideXlab platform.
-
Specific features of diesel Fuel supply under ultra-high pressure
Applied Thermal Engineering, 2020Co-Authors: Jianhui Zhao, Leonid Grekhov, Aleksandr DenisovAbstract:Abstract The cessation of increase of Fuel consumption under the injection pressure above 350 MPa is experimentally found. The aim of the work is to describe the causes of the phenomenon and to find its adequate mathematical description. The experimental results are given in the article, which were obtained by passing Fuel through an orifice and a diesel injector. Methods for calculating Fuel Heating and consumption during injection at ultra-high pressures are described. It was found that Fuel Heating occurs due to several factors, each of which can provide Heating up to 50 … 200 °C at pressures of 200 … 400 MPa. On the one hand, the Heating of Fuel under ultra-high pressures brings the flow regime in nozzle openings to supercritical due to the decrease of the velocity of sound. On the other hand, the overheated Fuel worsens the operation of a high-speed electromagnetic drive and, hence, the quality of engine control. The experience in designing Common Rail systems is still insufficient. There is lack of such an experience for ultra-high pressures. Therefore, the creation of methods of calculating the Heating of Fuel in the nozzle is very relevant today.
Marc A. Rosen - One of the best experts on this subject based on the ideXlab platform.
-
Reductions in energy use and environmental emissions achievable with utility-based cogeneration: Simplified illustrations for Ontario
Applied Energy, 1998Co-Authors: Marc A. RosenAbstract:Abstract Significant reductions in energy use and environmental emissions are demonstrated to be achievable when electrical utilities use cogeneration. Simplified illustrations of these reductions are presented for the province of Ontario, based on applying cogeneration to the facilities of the main provincial electrical utility. Three cogeneration illustrations are considered: (i) Fuel cogeneration is substituted for Fuel electrical generation and Fuel Heating, (ii) nuclear cogeneration is substituted for nuclear electrical generation and Fuel Heating, and (iii) Fuel cogeneration is substituted for Fuel electrical generation and electrical Heating. The substitution of cogeneration for separate electrical and heat generation processes for all illustrations considered leads to significant reductions in Fuel energy consumption (24–61%), which lead to approximately proportional reductions in emissions.
