Estimation and Mitigation of Unknown Airplane Installation Effects on GPA Diagnostics

In gas turbines used for airplane propulsion, the number of sensors are kept at a minimum for accurate control and safe operation. Additionally, when data are communicated between the airplane main computer and the various subsystems, different systems may have different constraints and requirements regarding what data transmit. Early in the design process, these parameters are relatively easy to change, compared to a mature product. If the gas turbine diagnostic system is not considered early in the design process, it may lead to diagnostic functions having to operate with reduced amount of data. In this paper, a scenario where the diagnostic function cannot obtain airplane installation effects is considered. The installation effects in question is air intake pressure loss (pressure recovery), bleed flow and shaft power extraction. A framework is presented where the unknown installation effects are estimated based on available data through surrogate models, which is incorporated into the diagnostic framework. The method has been evaluated for a low-bypass turbofan with two different sensor suites. It has also been evaluated for two different diagnostic schemes, both determined and underdetermined. Results show that, compared to assuming a best-guess constant-bleed and shaft power, the proposed method reduce the RMS in health parameter estimation from 26% up to 80% for the selected health parameters. At the same time, the proposed method show the same degradation pattern as if the installation effects were known.

Physical Testing of a High-Speed Helico-Axial Pump for High-GVF Operation

High-speed rotordynamic pump operation for downhole or surface production is required and also beneficial to handle very high gas volume fraction (GVF) flows. Operating speeds of these pumps can be in excess of twice those of conventional pumps. This study presents results showing a high-speed helico-axial pump (HAP) can operate satisfactorily at intake GVFs up to 98%. The findings increase capabilities of field engineers and operators to boost and maximize production from high gas-content wells. The HAP tested had a housing outer diameter of 4.00-inch and operated at a rotational speed of 6000 revolutions per minutes (RPM). Air and water were the test fluids with the water volume flow rate held constant while the air volume flow rate was varied. The liquid and gas volume flow rates varied from 63 to 143 barrels per day (BPD), and 549 to 3238 BPD, respectively. Intake pressures varied from 14 to 76 psig, with average inlet temperature of 18°C. The corresponding discharge pressures and temperatures were recorded for each test point and observed for stable pump operation. The results showed that the HAP had stable operation during the tests for intake GVF range from 84% to 98%. Pump discharge pressures for this range of high intake GVF varied from 21 to 89 psig. The corresponding differential pressures across the HAP all had positive magnitudes indicating that at such high-speeds, the HAP was still able to add energy to the fluid even with the high gas content at intake. Analysis at fixed intake pressure with varying GVFs showed that the discharge-to-intake pressure ratio decreased with increasing intake GVF. For instance, at 33psig intake pressure, increasing the intake GVF from 84% to 94% decreased the discharge-to-intake pressure ratio from about 1.27 to 1.20, respectively. It was also observed that tightening the clearance between the impeller and diffuser of the HAP increased the discharge pressure compared to when the clearance was loose. Furthermore, ensuring the upstream flow is properly conditioned also improved the stable operation of the HAP. Overall and in conclusion, running a HAP at high speeds in addition to optimizing certain features of the HAP can result in stable pump operation and enhanced pressure boosting in high-GVF flows. This study mainly highlights the importance of operating HAPs at high speeds of up to 6000 RPM. Tightening clearances between rotordynamic components as well as tailored inlet flow conditioning are also additional features that enhance pressure boosting. This architecture opens up opportunities for field operators, and engineering personnel to maximize hydrocarbon production from their very high-gas content field assets, thereby increasing the economic bottomline for the stakeholders.

Multiobjective Optimization of the Performance and Emissions of a Large Low-Speed Dual-Fuel Marine Engine Based on MNLR-MOPSO

With increasingly strict emission regulations and growing environmental concerns, it is urgent to improve engine performance and reduce emissions. In this paper, multivariate nonlinear regression (MNLR) combined with multiobjective particle swarm optimization (MOPSO) was implemented to optimize the performance and emissions of a large low-speed two-stroke dual-fuel marine engine. First, a simulation model of a dual-fuel engine was established using AVL-BOOST software. Next, a single-factor scanning value method was applied to control a range of variables, including intake pressure, intake temperature, and natural gas mass fraction. Then, a nonlinear regression model was established using the statistical multivariate nonlinear regression equation. Finally, the multiobjective optimization algorithm implementing MOPSO was used to solve the trade-off between performance and emissions. It was found that when the intake pressure was 3.607 bar, the intake temperature was 297.15 K and the natural gas mass fraction was 0.962. The engine power increased by 0.34%, the brake specific fuel consumption (BSFC) reduced by 0.21%, and the NOx emissions reduced by 39.56%. The results show that the combination of multiple nonlinear regression and intelligent optimization algorithm is an effective method to optimize engine parameter settings.

Research of the efficiency of using the Miller cycle of an internal combustion engine

The article is devoted to the study of the possibilities of improving the technical and economic indicators of an internal combustion engine (ICE) through the use of the Miller cycle with a shortened intake. A review of scientific works on the use of the Atkinson cycle and Miller cycle in an internal combustion engine is carried out. A comparative analysis of theoretical cycles: Otto cycle, Atkinson cycle and Miller cycle is carried out. Calculated studies of the influence of the expansion ratio and the pressure increase ratio on the efficiency of the Atkinson cycle have been carried out. The ratios are presented that allow using the Miller cycle with a short inlet to obtain the same theoretical efficiency of the cycle as that of the Atkinson cycle. At the same time, the implementation of the Miller cycle in a real engine design significantly exceeds the possibilities of using the Atkinson cycle. The results of the study showed that the use of the Miller cycle with a shortened intake is preferable, but it must necessarily increase the compression ratio and intake pressure through the use of boost. On the example of real data of the main parameters of the cycle, it is shown that the use of the theoretical Miller cycle can provide a significant up to 12.2% increase in the efficiency of the cycle compared to the Otto cycle. The ratios, conditions and recommendations are presented that allow the effective use of the Miller cycle with a shortened intake in a real engine design.

The influence of in-cylinder flows and bulk gas density on early Spray G injection in an optical research engine

A well-characterized multi-hole gasoline injector, the Engine Combustion Network’s (ECN) Spray G injector, was investigated in an optically accessible research engine under four motored operating conditions with early injection. The experiments were conducted at intake pressures of [Formula: see text] and [Formula: see text], nearly matching the ECN’s standard early injection operating conditions, Spray G2 (flash boiling) and Spray G3 (early injection), respectively. This was combined with two engine speeds at [Formula: see text] and [Formula: see text]. Using particle image velocimetry and volumetric Mie scatter imaging, the in-cylinder flows were evaluated and the effects on the spray morphology were characterized. The in-cylinder flow was evaluated to understand the spray-flow interaction, including the turbulent kinetic energy. Little effect on turbulent energy was observed in the region examined near the exit of the fuel injector nozzle shortly after injection. Mie scatter imaging was used to characterize the spray morphology and wall wetting was clearly visible on the spark plug. Cyclic variability of the sprays was found to be insignificant; and major differences in spray morphology are attributed to the in-cylinder velocity and intake pressure at the time of injection. Decreasing the bulk gas density by decreasing the intake pressure had a number of effects on the evolution of the spray including faster evaporation, increased axial liquid penetration, and decreased spray angle. Increasing the in-cylinder flow magnitudes by increasing the engine speed had a similar effect on spray morphology by also increasing the evaporation rate, increasing the axial penetration, and decreasing the spray opening angle. Comparison of the motored spray cases with a no-flow case (when the fuel is sprayed into the engine without the piston present) further illustrated the extent to which the intake flow influenced the spray shape.

Performance of ammonia fuel in a spark assisted compression Ignition engine

Recent studies concluded that the use of ammonia in SI engines is possible thanks to an ignition booster or promoter. In this paper, the improvement of premixed ammonia/air combustion for internal combustion engines is studied as a function of performance and exhaust pollutants in a Spark-Assisted Compression Ignition single-cylinder engine, which supports a higher compression ratio (CR). For the first time, pure NH3 combustion was performed over a large range of engine operating conditions. The study concludes that neat ammonia can be used over a large operating range, here driven by the intake pressure, using a classical ignition device with a CR of 14–17 at 1000 rpm. The comparison with previous data obtained in a current single-cylinder SI engine clearly shows the potential of this engine mode, even for very low loads and various engine speeds (650, 1000, 2000 rpm), in spite of an initial aerodynamic that is not optimized to enhance flame-turbulence interaction. Kinetic simulations provide some explanations about exhaust emission behaviour, especially unburnt NH3, H2, NOx and N2O.

Thermodynamic Optimization of a High Temperature Proton Exchange Membrane Fuel Cell for Fuel Cell Vehicle Applications

In this paper, a finite time thermodynamic model of high temperature proton exchange membrane fuel cell (HT-PEMFC) is established, in which the irreversible losses of polarization and leakage current during the cell operation are considered. The influences of operating temperature, membrane thickness, phosphoric acid doping level, hydrogen and oxygen intake pressure on the maximum output power density and the maximum output efficiency are studied. As the temperature rises, and will increase. The decrease of membrane thickness will increase , but has little influence on the . The increase of phosphoric acid doping level can increase , but it has little effect on the . With the increase of hydrogen and oxygen intake pressure, and will be improved. This article also obtains the optimization relationship between power density and thermodynamic efficiency, and the optimization range interval of HT-PEMFC which will provide guidance for applicable use of HT-PEMFCs.

Impact of Fluid Properties on Electric Submersible Pumps (ESP) Performance and Run Life in a Well

The primary goal of every operator is to optimally recover reserves at minimal operating costs. Unfortunately, due to inherent primary drive mechanisms that may not be strong enough and poorly designed completion jewelries that increases the complexity of well configurations, most reservoir are not efficiently depleted. This study investigates the impact of fluid properties on electric submersible pumps (ESP) performance and run life in a well. It was observed that the pump speed increases with increase in API gravities and vice-versa. However, decrease in pump speed was observed with crudes having high API gravity from wells with high water-cut (HBSW). High water-cut increases the viscosity of the crude and thus decreases the pump speed. The pump speed also increased as the GOR increases, howbeit, decreased as the GOR exceeds a certain optimum value due to cavitation. The pump intake pressure and the production rate were also investigated. The higher the intake pressure, the higher the pump speed and thus, the higher the production. Well specific models for real-time ESP performance prediction were also developed for each property against the pumpspeed and they exhibited cubic relationships. It was also observed that the quality of the crude significantly affects the performance of ESP’s and therefore, must be checked to prevent early failure and short run life. Keywords: Electric submersible pumps, Fluid properties, Run life, Performance, Failure rate